[Federal Register Volume 71, Number 209 (Monday, October 30, 2006)]
[Rules and Regulations]
[Pages 63392-63640]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 06-8677]



[[Page 63391]]

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Part II





Department of Transportation





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Federal Aviation Administration



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14 CFR Parts 1, 11, 60, and 121



Flight Simulation Training Device Initial and Continuing Qualification 
and Use; Final Rule

Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / 
Rules and Regulations

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 1, 11, 60, and 121

[Docket No. FAA-2002-12461; Amendment Nos. 1-54, 11-52, 60-1, 121-327]
RIN 2120-AH07


Flight Simulation Training Device Initial and Continuing 
Qualification and Use

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final Rule.

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SUMMARY: The FAA is amending the regulations to establish a new part to 
set forth qualification requirements for flight simulation training 
devices (FSTD). The new part consolidates and updates FSTD requirements 
that currently exist in different parts of the FAA's regulations and in 
advisory circulars. In addition, the FAA is requiring that sponsors of 
FSTDs have a Quality Management System. These changes are necessary to 
promote standardization and accountability for FSTD qualification, 
maintenance, and evaluation. The intended effect of the new part is to 
ensure that users of FSTDs receive training in devices that closely 
match the performance and handling characteristics of the aircraft 
being simulated.

EFFECTIVE DATE: These amendments become effective October 30, 2007.

FOR FURTHER INFORMATION CONTACT: Ed Cook, Air Transportation Division 
(AFS-200), Flight Standards Service, Federal Aviation Administration, 
100 Hartsfield Centre Parkway, Suite 400, Atlanta, GA 30354; telephone: 
404-832-4700.

SUPPLEMENTARY INFORMATION:

Availability of Rulemaking Documents

    You can get an electronic copy using the Internet by:
    (1) Searching the Department of Transportation's electronic Docket 
Management System (DMS) Web page (http://dms.dot.gov/search);
    (2) Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies/; or
    (3) Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html.
    You can also get a copy by sending a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the amendment number or docket number of this 
rulemaking.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act statement in the Federal Register published on 
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://dms.dot.gov.

Small Business Regulatory Enforcement Fairness Act

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

Authority for This Rulemaking

    The FAA's authority to issue rules regarding aviation safety is 
found in Title 49 of the United States Code. Subtitle I, Section 106 
describes the authority of the FAA Administrator. Subtitle VII, 
Aviation Programs, describes in more detail the scope of the agency's 
authority.
    This rulemaking is promulgated under the authority described in 
Subtitle VII, Part A, subpart I, 49 U.S.C. 44701. Under that section, 
the FAA is charged with regulating air commerce in a way that best 
promotes safety.

Background

    For many years the flightcrew training regulations in 14 CFR part 
121 subparts N and O allowed simulator training as an enhancement to 
training and testing in the aircraft, but not as a complete replacement 
for training in the aircraft. Due to improvements in flight simulator 
performance, appendix H was added to part 121 in 1980. Appendix H 
permitted and expanded use of simulators by air carriers that took 
advantage of the new simulator performance through an ``Advanced 
Simulation Training Program.'' Appendix H permits simulators to be used 
for varying amounts (up to 100%) of the training, testing, and checking 
required by the FAA. The amount of training permitted depends on the 
simulator's qualification level.
    As the state-of-the-art in simulator technology has advanced, more 
effective use has been made of the aircraft simulator in training, 
checking, and certification of flight crewmembers. Using flight 
simulators rather than aircraft in training allows for more in-depth 
training, including the practice of critical emergency procedures, in a 
safer environment. Not only do simulators provide improvements in 
safety and in safer training operations, they also provide such 
benefits as reducing noise, air pollution and air traffic congestion, 
and conserving petroleum resources.
    Since 1980 appendix H of 14 CFR part 121 has provided an Advanced 
Simulation plan outlining the steps toward optimum use of flight 
simulators. Most major air carriers have taken advantage of appendix H 
and conduct most or all of their training and checking in simulators.
    The FAA originally placed simulator technical requirements in 
appendix H because part 121 air carriers were the primary users of 
aircraft simulators. As the larger aviation community became interested 
in using simulators, the FAA in 1980 provided guidance in an advisory 
circular AC 121-14C, Aircraft Simulator and Visual System Evaluation 
and Approval. The AC more fully described what the technical 
capabilities of simulators should be, how those capabilities might be 
verified, and how all these capabilities might be incorporated into 
training programs.
    Over the next several years following publication of AC 121-14C, 
the FAA, in consultation with the aviation industry, refined and 
republished its guidance material several times. Because the 
regulations regarding advanced simulators remained in part 121, 
appendix H, certificate holders who operated under parts other than 121 
(such as parts 125 and 135) had to obtain exemptions in order to use 
simulators as provided in part 121, appendix H. The number of these 
operators has continued to grow.
    The ability to manage the increasing number of exemptions, each one 
with slightly different provisions, conditions and limitations, became 
increasingly difficult. The development of 14 CFR part 142, 
Certification of Training Centers, was seen to be a logical and 
necessary way to deal with those operators who wished to conduct 
training for flight crewmembers but who did not operate under any of 
the part 121, 125 or 135 rules. However, the regulatory requirements 
for the technical criteria for a majority of the simulators coming into 
the U.S. aviation inventory has remained in the part 121 operating 
rule.

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Notice of Proposed Rulemaking

    The FAA published a Notice of Proposed Rulemaking (NPRM) for part 
60 and related amendments on September 25, 2002, (67 FR 60284) and 
published a correction to the NPRM on October 25, 2002 (67 FR 65524). 
From December 2 until December 13, 2002, the FAA hosted an on-line 
public forum, which provided an opportunity for the public to answer 
specific questions posed by the FAA and allowed the FAA to respond with 
clarifying information. After an extension requested by commenters, the 
comment period closed on February 24, 2003.
    In the NPRM the FAA proposed to remove the technical requirements 
for flight simulation devices (FSD) (flight simulators and flight 
training devices) from part 121 and place them in a new part 60, titled 
``Flight Simulation Device Initial and Continuing Qualification and 
Use.'' The NPRM proposed to establish FSTD requirements for anyone 
conducting flight crewmember training, evaluation, and flight 
experience under any of the Federal Aviation Regulations.

Flight Simulation Device Aviation Rulemaking Committee (ARC)

    In order to resolve comments and provide a forum for the FAA and 
the aviation community to discuss issues regarding Flight Simulation 
Training Devices (FSTDs), the FAA established the Flight Simulation 
Device Aviation Rulemaking Committee (ARC) on July 2, 2003. The ARC 
included participants from: Air Line Pilots Association, Aircraft 
Owners and Pilots Association, American Airlines, Alteon, Atlas Air, 
Boeing, CAE Electronics, Continental Airlines, Delta Air Lines, Federal 
Express, FlightSafety International, Northwest Airlines, Pan Am Flight 
Academy, Thales Training and Simulation, United Airlines, U.S. Airways, 
and FAA.
    The general goal of the ARC was to provide advice, guidance, and 
recommendations on FSTD issues including, but not limited to, safety of 
flight; the suitability and the application of the simulation to flight 
crewmember training, testing, or checking activities; and 
implementation of technical changes or scientific advancements in 
simulation. The ARC provided a forum for the FAA and affected members 
of the aviation community to discuss issues. The ARC also allowed 
members of the aviation community to reach consensus on certain 
recommendations that would be submitted to the FAA and to develop 
resolutions to facilitate the evolution of FSTDs. The ARC's initial 
task was to review the FAA's September 25, 2002, proposed rule. On 
November 24, 2003, the ARC submitted to the FAA its recommendations on 
how the proposed rule language should be clarified and reorganized. 
After the FAA received recommendations from the ARC the comment period 
was reopened on February 10, 2004, to permit interested persons to 
review these recommendations and submit additional comments. The 
recommendations from the ARC are available online at http://dms.dot.gov 
by searching for entry 84 in docket number FAA-2002-12461. The comment 
period closed on March 11, 2004. The overwhelming majority of the 
clarifications and revisions contained in the final rule are consistent 
with the ARC recommendations.

Summary of the Final Rule

    New part 60 contains the requirements for the evaluation, 
qualification, and maintenance of FSTDs. These requirements are based 
on the current guidance regarding the capability and performance of 
simulators in appendix H of part 121 and Sec.  121.407. As part of this 
rulemaking project, the FAA has amended appendix H of part 121 and 
removed the Simulator Requirements and the Visual Requirements for 
Level B, C and D devices. These requirements are now outlined in the 
appropriate Qualification Performance Standards (QPS) appendices. In a 
separate rulemaking project that will follow this final rule, the FAA 
will propose to move Training and Checking Requirements of appendix H 
to a new subpart of part 121, and to delete appendix H.
    Part 60 also contains items (such as frequency, content, and method 
of evaluation) previously found in the advisory material in AC 120-40B, 
Airplane Flight Simulator Qualification, in AC 120-45A, Airplane Flight 
Training Device Qualification, and in AC 120-63, Helicopter Simulator 
Qualification. Standards from this advisory material and specific items 
that are subject to change through technological advancements are being 
placed into one of the first four appendices to part 60:
    <bullet> Appendix A, ``Qualification Performance Standards for 
Airplane Full Flight Simulators.''
    <bullet> Appendix B, ``Qualification Performance Standards for 
Airplane Flight Training Devices.''
    <bullet> Appendix C, ``Qualification Performance Standards for 
Helicopter Full Flight Simulators.''
    <bullet> Appendix D, ``Qualification Performance Standards for 
Helicopter Flight Training Devices.''
    In addition, the FAA has reorganized and clarified some material 
from the original NPRM into two appendices, Appendix E, ``Qualification 
Performance Standards for Quality Management Systems for Flight 
Simulation Training Devices,'' and Appendix F, ``Definitions and 
Abbreviations.'' Appendix E will become the single appendix for 
reference to Quality Management System (QMS) programs for FSTDs under 
this part. Appendix F will become the single appendix for definitions 
and abbreviations for terms used throughout part 60 and the QPS 
appendices.
    Some of the terms and abbreviations listed in the new appendix F 
and added to part 1 are clarifications of terms that appeared in the 
September 25, 2002, NPRM. For example, FSD has been replaced with the 
more internationally compatible term--FSTD. The term FSTD more 
accurately addresses the full range of uses for these devices as 
addressed in part 60 and also harmonizes with the Joint Aviation 
Authorities (JAA) of Europe. In addition, to more appropriately 
describe the devices, the term Flight Simulator has been changed to 
Full Flight Simulator (FFS). Another clarification the FAA has made 
with respect to terms and definitions is that the Quality Assurance 
Program (QAP) is now called a QMS.
    The QPS requirements in appendices A through E are regulatory. 
Future changes and additions to these standards are subject to notice 
and comment rulemaking procedures under the Administrative Procedure 
Act, unless ``good cause'' (see 5 U.S.C. 553(b)(B)) exists to justify 
proceeding without notice and comment. In addition, the FAA has issued 
FAA Order 1110.136, ``Flight Simulation Device Aviation Rulemaking 
Committee.''

What Action Is the Agency Taking?

    The FAA is adding part 60 to Title 14 of the Code of Federal 
Regulations to establish qualification requirements for flight 
simulation training devices (FSTD). These requirements are based on the 
current requirements found in appendix H of part 121 and Sec.  121.407 
for the capability and performance of aircraft simulators. The new rule 
also incorporates certain existing practices that were previously 
described in the following Advisory Circulars: AC 120-40B, Airplane 
Flight Simulator Qualification, AC 120-45A, Airplane Flight Training 
Device Qualification, and AC 120-63, Helicopter Simulator 
Qualification.

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Why Is the Rule Necessary?

    The rule is necessary to promote standardization and accountability 
for FSTD maintenance, qualification and evaluation for use in an FAA 
approved flight training program. FSTDs are often used in lieu of 
aircraft to train and check individuals for purposes of issuing airmen 
certificates and ratings. FSTDs are also used to meet FAA air carrier 
training requirements for flight crewmembers. In fact, depending on the 
status of the airman and the sophistication of the device, an FSTD may 
be used for 100% of the training, testing, and checking required by the 
FAA. Training in an FSTD is most effective when the FSTD closely 
matches the performance and handling characteristics of the aircraft 
being simulated. This rule sets forth the regulatory process for 
establishing the qualification level of the FSTD and for the continuous 
review and inspection of FSTD performance to identify potential 
problems with FSTD maintenance and operation. The new rule will improve 
flight crewmember training, reduce operational errors and increase 
safety. It will also provide the standards that must be reached in 
order for a device to be qualified at a certain level (i.e., Level A, 
B, C, or D Simulators and Level 4, 5, or 6 Training Devices).
    Generally speaking, the amount of training and testing that can be 
conducted in an FSTD for the purpose of meeting FAA airmen 
certification or training requirements is directly proportional to the 
qualification level of the device. Thus, a device with a higher 
qualification level (e.g., Level D) will be eligible for more 
certification and training credits than a device with a lower 
qualification level (e.g., Level A).

Qualification Performance Standards (QPS)

    One of the unique features of the part 60 rule is the incorporation 
of QPS. The QPS is an appendix to the regulation and outlines 
requirements and other information regarding the qualification, 
performance, evaluation and maintenance of FSTDs. The QPS contains 
several charts. Some of the charts prescribe regulatory requirements, 
while others outline general information and examples to assist the 
user in meeting the regulatory requirements.
    The charts containing regulatory material are labeled ``QPS 
Requirements.'' Compliance with the criteria in these charts is 
mandatory in order to receive and maintain approval from the FAA for 
the qualification level and use of an FSTD. Changes to a QPS 
Requirement are subject to notice and comment rulemaking procedures 
under the Administrative Procedure Act, unless ``good cause'' (see 5 
U.S.C. 553(b)(B)) exists to justify proceeding without notice and 
comment. The charts containing general information and examples are 
labeled ``Information.'' Compliance with the material contained in 
these charts is not mandatory, and changes to an Information section 
are generally not subject to notice and comment rulemaking procedures. 
The Information charts are included simply to provide additional 
guidance to the user.
    Incorporating both the regulatory and advisory material into the 
QPS consolidates all of the relevant information and makes it available 
in one location. This promotes ease of use and greater uniformity among 
those involved in every aspect of FSTD performance, including 
manufacturers, airmen, training providers and regulators. Moreover, it 
gives greater insight to the regulated community regarding the FAA's 
intent behind the regulation, and the required and approved methods of 
compliance.

Comments

    The FAA received 54 comments in response to the NPRM. Commenters 
included industry associations, airlines, training centers and schools, 
aircraft manufacturers, simulator and flight training device 
manufacturers, pilot associations, governmental organizations, and 
individuals. The major concerns of the commenters were harmonization of 
FAA standards with those of International Civil Aviation Organization 
(ICAO) and the JAA, the cost of complying with the new requirements, 
grandfathering existing simulators and other flight training devices, 
the requirement for a Quality Assurance Program (QAP), and the proposed 
requirements to be approved by the FAA as an FSTD ``sponsor.''
    The FAA reviewed all comments. They are more fully explained in the 
Discussion section to follow. With respect to the major concerns raised 
by commenters, the FAA took the following actions:
    <bullet> Revised certain sections of the QPS Requirements to 
incorporate ICAO/JAA standards that were within the scope of the 
original NPRM. Changes that are beyond the scope will be incorporated 
in future revisions to the QPS Requirements.
    <bullet> Revised certain requirements where appropriate in order to 
reduce costs. The FAA notes, however, that part 60 is largely a 
codification of existing practices, and therefore, the agency does not 
anticipate that sponsors will incur many new or additional costs. The 
FAA's cost projection is outlined in the Regulatory Evaluation.
    <bullet> Excluded Levels 2 and -3 Flight Training Devices from this 
rulemaking effort. The FAA will review its existing advisory material 
and determine the best method to continue to evaluate and qualify these 
devices.
    <bullet> Replaced the QAP proposal with a Quality Management System 
(QMS). The QMS is significantly less costly than the proposed QAP.
    <bullet> Eliminated the 600-hour annual use requirement for 
sponsorship eligibility. Persons are now permitted to sponsor an FSTD 
as long as the device is used at least once per year in an FAA approved 
training program, or at least once per year a pilot, appropriately 
qualified on the aircraft being simulated, flies the FSTD and confirms 
that the performance and handling qualities are like the aircraft.
    Many other detailed comments of an editorial nature were also 
provided. These are not included in the summary, but have been 
carefully reviewed by the FAA in preparing the Final Rule. In addition, 
the specific comments on the QPS appendices are not summarized in the 
Final Rule summary, but have been carefully reviewed and incorporated, 
where appropriate, into the Final Rule. The FAA made certain changes to 
the QPS appendices from the proposed language to include technical 
corrections and clarifications that did not adversely affect safety and 
were within the scope of the NPRM. There were other technical changes 
that the FAA did not incorporate into this final rule because they were 
beyond the scope of the NPRM. The FAA will issue another NPRM to 
incorporate the changes that were beyond the scope of the original 
NPRM, and will incorporate these changes before the rule becomes 
effective. All of the comments are available for review at http://dms.dot.gov. The Docket Number is 12461.

Abbreviations Used in this Preamble

AC Advisory Circular
ALPA Airline Pilots Association
AOPA Aircraft Owners and Pilots Association
ARC Aviation Rulemaking Committee
ATA Air Transport Association
ATOS Air Transportation Oversight System
CBT Computer Based Training
DPE Designated Pilot Examiner
EASA European Aviation Safety Authority (formerly Joint Aviation 
Authorities (JAA)
FFS Full Flight Simulator
FOQA Flight Operations Quality Assurance
FSB Flight Safety Boeing
FSD Flight Simulation Device

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FSDO Flight Standards District Office
FSI FlightSafety International
FSTD Flight Simulation Training Device
FTD Flight Training Device
ICAO International Civil Aviation Organization
MQTG Master Qualification Test Guide
MR Management Representative
NAFI National Association of Flight Instructors
NATA National Air Transport Association
NBAA National Business Aviation Association
NDB Non-Directional Beacon
NPRM Notice of Proposed Rulemaking
NSP National Simulator Program
NSPM National Simulator Program Manager
POI Principal Operations Inspector
QPS Qualification Performance Standards
QAP Quality Assurance Program
QMS Quality Management System
QS Quality System
QTG Qualification Test Guide
RAA Regional Airline Association
SITC Simulation and Instrument Training Center, Inc.
SOQ Statement of Qualification
TCPM Training Center Program Managers
Thales Thales Training & Simulation
TPAA Training Program Approval Authority
UA United Airlines
UAA University Aviation Association
UPS United Parcel Service

General Issues

General Comments

    Eclipse, NLX Corporation, JAA, and an individual, applaud and 
appreciate the FAA's attempt to amend the regulations for FSTDs. JAA 
writes that the ``proposal takes care of the legal concern that 
regulations in this area have to have a mandatory basis * * * and it 
concentrates all related material in one document.'' This commenter 
states that this proposal did not address the latest modifications 
applied to the ICAO Manual and questions if using an FSTD instead of an 
aircraft would be made mandatory. An individual writes that 
simplification and consolidation of these regulations are appropriate 
and more detailed regulations and device inspection will force flight 
training schools to improve and that ``somewhat of a loophole'' in 
flight training in flight simulators and flight training devices would 
be closed. NLX indicates that these new regulations are a step forward 
in the overall process of FSTD qualifications. An individual believes 
that statistics proving that the use of simulator training has reduced 
aviation accidents or incidents are needed.
    FAA Response: This final rule does not mandate the use of FSTDs 
instead of aircraft for training. This rule simply establishes FSTD 
qualification requirements. The FAA is developing an NPRM that proposes 
to revise the QPS appendices to achieve the desired level of 
harmonization.
Disposition of Level 7 Flight Training Devices
    Regional Airline Association states that the preamble should 
discuss the disposition of Level 7 FTDs.
    FAA Response: The original premise for the Level 7 FTD was that 
there was to be an aircraft entering service that would not have an 
``on-set motion cue'' with the failure of an engine, and that the 
pilots training in an FSTD for that airplane type could be trained and 
checked on such an engine failure without requiring a force (motion) 
cueing system. The FAA determined that a Level C simulator aerodynamic 
data package would be required for the level 7 FTD to accurately 
simulate such an aircraft. However, the airplane never entered service 
and the requirements for the Level 7 FTD quickly became superfluous. 
Level 6 and Level 7 FTDs had the same authorizations (except for one 
area involving ``icing accountability''), but the Level 7 FTD continued 
to require significantly more aerodynamic data for no more value than 
the Level 6 FTD. The elimination of the Level 7 FTD does not preclude 
any Level 6 FTD from incorporating a Level C data package and having 
essentially the same kind of device as the originally described Level 7 
device. However, there has been essentially no difference between the 
two levels in authorized use, and it made little sense to continue with 
a Level 7 FTD when there was little difference between a Level 6 and 
Level 7 FTD.
    The FAA is considering future rulemaking to develop standards for 
Level 7 FTDs for helicopters. Any new requirements would be subject to 
notice and comment.
Rule vs. QPS
    Continental asserts that there is a conflict between the rule and 
the Qualification Performance Standards (QPS). Continental states that 
the rule addresses a number of technical issues that would be best 
delegated to the QPS, and also notes that parts of the rule and its 
application have different definitions than the QPS.
    FAA Response: In the final rule, we eliminated the repetition of 
the rule language in the QPS appendices because it was never the FAA's 
intent to have different definitions for terms in the rule and the QPS 
appendices. The FAA has also revised the rule language and the QPS 
appendices so that technical information is presented in the most 
appropriate sections and formats.
Codified Design Criteria
    Northwest writes, ``The proposed regulation should be streamlined 
to centrally codify simulator design and qualification criteria.''
    FAA Response: The FAA deems it appropriate to stop short of 
establishing a regulation mandating the design and construction 
criteria for these devices. While the FAA has type certificate 
requirements for aircraft instead of individual qualification 
requirements like we have for FSTDs, the FAA is not including such 
requirements in this final rule. We believe requiring a type 
certificate process would create the potential for enormous cost 
increases with virtually no gain in the quality of the devices.
Clarification of Requirements and Oversight Responsibilities
    TWA and CAE were concerned with the lack of clarity in the rule 
language. Specifically, TWA wants the rule rewritten clearly stating 
FAA's intentions and adding that the National Simulator Program Manager 
(NSPM) has full authority over FSTDs and all results of other 
inspections must go through the NSPM before action can be taken. CAE 
expressed a similar concern.
    FAA Response: The FAA revised the part 60 rule language and QPS 
appendices to ensure the requirements are clear. The QPS appendices 
provide examples and additional information and criteria outlining the 
method of compliance with the regulations. In addition, the FAA has 
clarified the NSPM will exercise oversight responsibility for the 
evaluation and qualification of all FSTDs included in part 60.
Use of FSTDs in the Course of Training
    FlightSafety Boeing (FSB) believes part 60 ``should be limited to 
the definition, design criteria, required documentation and record-
keeping of Flight Simulation Devices, and the evaluation process to 
assure continued functionality as designed, for the respective level of 
device.'' In FSB's opinion the authority on planned or actual use of 
FSTDs in the course of training should remain with the respective 
sponsor of the device and the Training Program Approval Authority 
(TPAA) as presently required in existing regulations. Also, FSB writes 
that all proposed wording addressing the continued use of a device be 
eliminated, including the words ``and use'' in the title of the 
proposal.
    FAA Response: The final rule addresses the definition, required 
documentation and record keeping for

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FSTDs. It also outlines the evaluation process to assure continued 
functionality of FSTDs, including the objective and subjective 
requirements. However, as stated earlier, the FAA has determined it is 
not appropriate to include FSTD ``design criteria'' in the final rule. 
Also, the phrase ``and use'' in the title of the part 60 rule does not 
apply to the actual ``use'' of an FSTD in the course of training 
approved by the TPAA. Rather, the term refers to those uses of the FSTD 
for which representatives of the NSPM have qualified a specific FSTD.
NSP Office
    TechniFlite states, ``There should be an official (rather than 
implied or assumed) FAA office established at the Washington level to 
be responsible for the oversight of the National Simulation Program. 
This office could be responsible for reviewing appeals when disputes 
with the NSP arise.''
    FAA Response: The NSP is part of the Flight Standards Service. 
Specifically, it is part of the Air Transportation Division, AFS-200, 
and answers directly to the AFS-200 manager in Washington, DC. An 
appeals process is outlined in Sec. Sec.  60.5(d) and 60.29(b). In both 
cases, the Director of the Flight Standards Service, AFS-1, is the 
person/office to whom appeals should be made.
Level of Detail in Regulations
    Thales Training & Simulation (Thales) ``objects to the way that our 
regulations are becoming so overly prescriptive.''
    FAA Response: The part 60 rule is, for the most part, a 
codification of existing practices. However, there are new requirements 
such as the QMS requirement in Sec.  60.5. The FAA, working with the 
ARC, including Thales, developed requirements that balance safety 
concerns without being overly burdensome.

Necessity of the Rule

    Several commenters question whether this rule is needed. American 
Airlines states that it has worked closely with the NSPM to develop its 
simulator program and it believes it has the highest quality simulator 
program in the world. American sees ``nothing in the NPRM that will 
result in an increase in the quality or effectiveness of the American 
Airlines training program.'' Similarly the National Business Aviation 
Association (NBAA) does not think the rule will result in a safety 
enhancement, stating that, ``there has been no evidence that the 
current system of certifying and maintaining flight simulator devices 
has compromised safety in any way.'' The Aircraft Owners and Pilots 
Association (AOPA) states that the proposed rule ``places an 
unnecessary regulatory burden on the aviation industry, and it does not 
address a safety problem or provide a net safety benefit.'' Storm Haven 
Aviation and a flight instructor make similar comments.
    FAA Response: Codifying simulation qualification standards provides 
for a ``level playing field'' among FSTD manufacturers and sponsors in 
the United States and a harmonization of interests internationally. 
Further, these provisions, together with the provision for a QMS, will 
provide each sponsor a clear understanding of what is required of them 
for a satisfactory FSTD. The FAA also notes that part 60 is largely a 
codification of existing practices, and does not impose significantly 
new burdens. The FAA recognizes the close working relationship that 
exists between the NSPM and a large portion of the aviation training 
community. That close working relationship continues with this 
rulemaking effort and should continue after the rule becomes effective. 
The FAA believes that the rule will result in an increase in the 
quality and effectiveness of flight training programs without an undue 
burden on the industry.

Withdraw NPRM

    Air Transport Association (ATA) requests the immediate withdrawal 
of the NPRM and the formation of an industry-government advisory 
committee to develop a new proposed rule. In support of this request, 
ATA states five general concerns with the NPRM:

    1. If published as currently written, the NPRM would eliminate 
the use of a significant number of simulators until they could be 
qualified or replaced.
    2. The proposed rule ignores harmonization efforts between the 
FAA, the JAA, and the simulator industry.
    3. The FAA currently is revising Subparts N & O of FAR Part 121, 
which deal directly with crew training and the practical use of 
FSTD. However, the NPRM overlaps and implicates training 
requirements, and thus it is impossible to determine the overall 
impacts of the NPRM until the training requirements of Subparts N & 
O are revised or clarified.
    4. The NSP, or each responsible TPAA, would have to be manned on 
a 24 hour/7 days per week basis to administer the proposed FAR Part 
60 requirements in order to prevent unnecessary FSTD downtime.
    5. The NPRM places a severe financial burden on U.S. airlines. 
The cost of the NPRM is not justified by its benefits.

    Several other commenters, including Bombardier, FedEx, American 
Trans Air, TWA, Continental, and DHL agree with ATA's position that the 
NPRM should be immediately withdrawn and that an industry-government 
advisory committee should be convened to develop a new proposed rule. 
Other commenters did not specifically cite the ATA position, but did 
suggest that a more effective rule would be achieved through government 
and industry collaboration.
    FAA Response: Rather than withdraw the NPRM, the FAA established 
the ARC. The overwhelming majority of the ARC members, including ATA 
members and an ATA representative, participated in the development of 
recommendations to the FAA. As proposed in the NPRM, each currently 
qualified FSTD will continue to be evaluated against the criteria 
current at the time of that FSTDs original evaluation (67 FR 60291). No 
currently qualified FSTDs will be disqualified because of the new part 
60 evaluation requirements. Therefore, the FAA does not expect that 
anyone will be ``driven back into the airplane'' for training, testing, 
or checking because of the part 60 final rule.
    In addition, the standards contained in the final rule have been 
modified so they are more in line with ICAO and JAA standards. Also, as 
mentioned previously, the FAA is continuing its efforts to achieve the 
desired level of harmonization. The FAA would like to note that part 60 
is not interdependent with and does not overlap the rulemaking effort 
to revise 14 CFR part 121, Subparts N and O. The part 121, Subparts N 
and O rulemaking deals directly with flight crewmember training and the 
practical use of FSTDs, while part 60 deals with the standards for FSTD 
qualification and evaluation.

Cost of the Proposed Rule

    A group of commenters cite cost as the reason the NPRM should be 
withdrawn. AOPA states that the proposed rule places an unnecessary 
regulatory burden by imposing a large cost without properly identifying 
the cost impact. TechniFlite explains that with the cooperation of the 
FAA and industry, initiatives can be taken to make significant 
reductions in the cost of simulators thereby making simulators more 
available to the broader needs of the industry. Professional Instrument 
Courses believes that the proposed rule would add needless expense to 
their company with no gain in the quality of safety of their program 
and would put their successful 22-year-old instrument flight training 
company out of business.
    FAA Response: The FAA continues to believe that training in an FSTD 
is most effective when the FSTD closely

[[Page 63397]]

matches the performance and handling characteristics of the aircraft 
being simulated. Accordingly, training and checking activities should 
be accomplished only in those devices that are objectively and 
subjectively evaluated. The rule creates no new technical requirements 
for qualification of the basic levels of FTDs. The NSPM has maintained 
an open and continuous dialogue with aircraft simulator manufacturers 
and users. This dialogue continues to enhance the quality of 
simulation, improve the evaluation of simulation devices, and reduce 
the costs of acquiring, evaluating, and using these devices for flight 
crewmember training and checking. It is the FAA's intent to maintain 
this on-going effort.

Advisory Circulars vs. Regulations (Appendices A-D)

    Three commenters disagree with including the advisory language that 
currently exists in the Advisory Circulars (ACs) for airplane 
simulators and flight training devices in the proposed rule. Delta 
states that the advisory language is very lengthy and detailed and that 
after incorporating this language into the rule, the FAA and users will 
need to strictly abide by it and any changes would need to go through a 
lengthy revision process. Regional Airline Association (RAA) says the 
proposed QPS appendices are written as ``engineering standards,'' as 
opposed to performance standards. RAA believes the FAA should adopt 
performance based regulations whenever possible because they allow for 
flexibility and freedom for innovation. RAA states its concern that 
even seemingly minor requests for deviations from the QPS appendices 
content will require that operators/owners petition the FAA for 
deviation approval, a process it says takes weeks and most often months 
for approval. In addition, RAA notes, ``no specific instances of the 
proposal were mentioned as to industry's failure to constructively use 
and follow the content of the AC's.'' FSI says the NPRM preamble 
incorrectly explains that the FAA is proposing to remove the technical 
requirements from part 121 and place them in the new part 60. FSI 
maintains that these requirements have always been advisory and not 
regulatory, and recommends that the FAA clearly acknowledge that a 
major purpose of this rulemaking is to make previously advisory 
material mandatory.
    The National Association of Flight Instructors (NAFI) agrees 
completely with moving the requirements into the proposed rule. It 
applauds and unequivocally supports the FAA's efforts to make these 
requirements regulatory rather than advisory.
    FAA Response: The FAA disagrees that the QPS appendices are written 
as an engineering standard, rather than as a performance standard. The 
QPS appendices are a codification of existing advisory material that 
was used to determine whether or not a specific FSTD met FAA 
requirements. These standards have always been ``performance 
standards,'' involving an objective and subjective evaluation of the 
device in comparison to the aircraft. There has never been a 
requirement for an ``engineering standard'' in simulation beyond that 
which is necessary to meet the stated performance objectives. Part 60 
does not change these requirements.
    The decision to codify FSTD qualification requirements was made 
after careful consideration of facts and circumstances. This decision 
is not a result of ``industry's failure to constructively use and 
follow the content of the AC's.'' Rather, the FAA has determined that 
continued oversight through the issuance and application of ACs is not 
appropriate. Executive Order 12866 states ``(e)ach agency shall draft 
its regulations to be simple and easy to understand, with the goal of 
minimizing the potential for uncertainty and litigation arising from 
such uncertainty'' [section 1(b)(12)]. Additionally, Section 5-1 of FAA 
Order 1320.46A, ``Advisory Circular System,'' states that

    AC's are not regulations and may not impose or lessen a burden 
on anyone, nor have a mandatory effect. AC's may not be used to add 
to, interpret, or relieve a duty imposed by a Federal Aviation 
Regulation (FAR). Advisory circulars may set forth `acceptable 
means' or `methods of compliance' with a particular FAR. However, 
the language used to explain the compliance methods in the AC must 
not imply that it is the only or minimum acceptable means, nor 
require other methods of compliance to be `equivalent' to the one 
described in the AC.
    In order to be legally valid, a regulation must establish a 
requirement or standard that is sufficiently clear to persons required 
to comply with it so that they can have a reasonable understanding of 
what is expected of them, without having to resort to material not 
published in the rule. In other words, the regulation must be able to 
stand on its own. The regulations that support the current set of ACs 
describing simulation standards are found in 14 CFR part 121, Subpart N 
and, since 1980, part 121, appendix H. However, in neither of these 
rule sections is the regulatory language sufficient to meet the 
requirement that persons would not have to resort to additional 
material not published in the rule. Additionally, while FSTD 
qualification standards have been contained in ACs, they have been 
treated as though they were regulatory. Clearly, this practice is not 
in compliance with either the EO or the FAA Order. Therefore, the 
development of a rule for the qualification of FSTDs was imperative.
    Due to a comment, the FAA recognized that it did not have rule 
language in the part 60 NPRM that proposed to remove technical FSTD 
requirements from part 121. In the final rule, we have removed from 
part 121 those technical FSTD requirements that are in part 60. It was 
an administrative oversight that we neglected to propose removing 
technical FSTD requirements from part 121, but we were clear in the 
NPRM that part 60 would serve as the regulatory part for FSTD 
qualification and evaluation.
    The FAA is aware that there are differences in the application of 
what may be authorized under an advisory circular concept and what may 
be required or authorized under a regulatory concept. However, the 
language of this final rule has been carefully constructed to 
accommodate ``operations and engineering judgment'' when applying 
flight test data to objective test requirements and tolerances. The 
goal was to allow the logical application of this judgment while, at 
the same time, not allow complete ``free play'' with FAA standards.

QPS Document

    FSI states ``The Qualification Performance Standard (QPS) contains 
regulatory language that appears only in the QPS. The combination of 
information, data, and regulatory language will create misunderstanding 
between FAA and the industry.'' In addition, FSI believes that the 
``tabular technical requirements in the QPS are also confusing due to 
the outdated condition of the tolerances and test descriptions.'' FSI 
further states, ``The most glaring of the unrealistic requirements in 
the QPS is the motion system `specifications.' In the past when rules 
have attempted to define hardware and software simulator system 
`specifications,' the rules became obsolete before they were 
published.'' Therefore, FSI recommends the QPS define tolerances, not 
design specifications.
    TWA states that the ``direct quote or a paraphrasing of the Part 60 
rule'' in the QPS documents is sometimes very confusing and sometimes 
they are in disagreement with the rule. TWA recommends removing them to 
make the QPS smaller and easier to use.

[[Page 63398]]

    FAA Response: The FAA has revised the final rule to eliminate the 
motion system standards published in the NPRM. Additionally, the FAA 
has removed the part 60 rule language from the QPS appendices to avoid 
confusion and repetition. The FAA recognizes the necessity of 
additional modifications to certain sections of the QPS appendices that 
are beyond the scope of the NPRM. The FAA is continuing to revise the 
QPS, and any recommendations for changes to part 60 will be available 
for public review and comment as an NPRM prior to being adopted. It is 
the FAA's intent the part 60 final rule not be effective until the 
first revision of the QPS appendices have been published in the Federal 
Register as a final rule.

Related to N&O Rulemaking

    FSI notes that the preamble states ``In a separate rulemaking 
project that will follow this proposal, other portions of appendix H 
would be moved to a new subpart of part 121, and appendix H would be 
deleted.'' Concerned that timely action may not be taken and 
considering the length of time for rulemakings, FSI requests that the 
FAA make the necessary and proper conforming changes now and amend 
Sec.  121.407 and delete appendix H.
    Air Transport Association (ATA) states that this NPRM and subparts 
N and O of part 121 are very closely linked, and ``recommends that any 
proposed changes to Subparts N and O be coordinated with this 
rulemaking and, in particular, that any changes to Subparts N and O 
precede this rulemaking.''
    FAA Response: The FAA recognizes 14 CFR part 121, appendix H has 
both technical requirements and operational authorizations. By 
``removing and reserving'' certain sections in the current part 121, 
appendix H, (i.e., those sections dealing with technical requirements 
of FFSs) without canceling the entire appendix, the remaining sections 
of appendix H will continue to serve operational necessities until such 
time as appendix H is cancelled. The requirements contained in 14 CFR 
121.407 are not contrary to the requirements contained in part 60.
    Changes to 14 CFR part 121, Subparts N and O will include 
references to FSTDs, but only to the extent of defining what tasks may 
be authorized for part 121 flight crewmembers in a given level of FSTD. 
Part 60, including all of the evaluation and qualification 
requirements, is not dependent upon or interdependent with, any future 
Subparts N and O changes that may be proposed or adopted.

Harmonization and ICAO

    Many commenters address the issue of harmonization of FAA's FSD 
qualification standards with those of ICAO and the JAA. Boeing, United, 
Continental, American, FSI, FSB, NLX, CAE, and Eclipse are concerned 
that the NPRM does not include recent industry efforts to harmonize the 
latest regulatory standards for the qualification of FSDs. Delta 
commented that an opportunity to revise the rule would provide a chance 
to define an improved revision process for the advisory material and to 
incorporate harmonization with the ICAO Manual of Criteria for the 
Qualification of Flight Simulators. Eclipse states that the ICAO Manual 
of the Criteria for the Qualification of Flight Simulators, 2nd 
edition, which was endorsed by the FAA, should be incorporated into the 
QPS appendices. Continental states that a lack of harmonization will 
impose a financial burden on the carriers when they sponsor or use FSDs 
that are currently approved under the ICAO standard. American states 
that, instead of matching the ICAO criteria, the NPRM appendices 
contain a version of the criteria contained in the Draft AC 120-40C, 
modified with additional requirements. American states that since the 
FAA is on record as planning to eventually adopt the ICAO criteria, 
there is no reason not to do it in this rule.
    NLX comments that although updating the QPS should not require the 
lengthy time frames experienced with changes like AC 120-40C, the 
industry has no assurance this will occur. NLX is concerned that after 
the rule is in place, updating the QPS will result in an extended time 
frame of possibly several years during which the industry must comply 
with the obsolete requirements. NLX states that, without some guarantee 
that this will not be the case, it recommends that the QPS be updated 
to reflect the latest JAR/ICAO material before the rule is put into 
effect.
    FSB states that the proposed FAA standards are significantly 
different from the JAR STD 1A requirements, which are stricter. FSB 
urges the FAA to reconsider the timetable so as to include the recent 
updates to the ICAO 9625, JAR STD 1A and to remove changes to the 
motion standards in appendix A, which were vigorously disapproved by 
industry when added to the AC 120-40C. If the plan is to go forth with 
the rulemaking process with the existing differences, FSB strongly 
suggests that the FAA comment on an implementation plan and timetable 
for complete harmonization to take place.
    United comments that the proposed standards decouple the functional 
and subjective test requirements from the FSD qualification level and 
require an FSD qualification task list without offering any criteria 
against which such tasks would be approved. United states that this is 
a break from past FAA practice, from the current JAA practice, and from 
the recommendations in the ICAO Manual.
    Boeing comments that considerable industry time and expense has 
been expended over the past years to harmonize the standards. The 
results of these efforts have been incorporated into the ICAO Manual 
and are in the process of being incorporated into the JAA's JAR-STD 1A 
document, Aeroplane Flight Simulators. In addition, Boeing states, a 
set of ``best practices'' advisory material has been developed and is 
being included in both JAR-STD 1A and ICAO Document 9625. According to 
Boeing,

    The latest standards and best practices material has not been 
included in the FAA's proposed Part 60. If the NPRM were to go 
forward as proposed, there would be two different sets of standards 
for the regulated public to comply with. This would impose an 
unnecessary adverse economic impact on the industry, including the 
data provider. We consider that the proposed Part 60, as currently 
structured, would be unacceptable to the industry, and both 
difficult and costly for the FAA to administer. We strongly 
recommend that the FAA revise the NPRM prior to any further action.

Boeing includes in its comments an extensive history of the 
harmonization efforts and detailed suggestions on how to harmonize the 
NPRM with the JAA and ICAO material.

    CAE comments that ``The United States has been a leading voice in 
encouraging other countries to adopt and maintain international 
standards; implementation of Part 60 regulations that are inconsistent 
with ICAO standards would undermine the U.S. Government's credibility 
in making these arguments to other countries.''
    Several commenters disagreed with the statement in the NPRM 
paragraph on ``International Compatibility'' that the FAA had 
identified ``no differences'' between the proposal and the ICAO 
Standards and Recommended Practices. Thales Training and Simulation 
states ``where there are major deviations between the proposed Part 60 
standards and the latest agreed ICAO standards, the motion requirements 
being a good example, industry needs to be aware of how the Part 60 
standards will evolve towards the ICAO standards. It is

[[Page 63399]]

unreasonable for industry to be expected to expend major investment to 
meet a standard that may only be in existence for a few months.'' CAE 
states there are several instances in which the proposed rule 
significantly differs from ICAO standards, including areas such as 
latency, tolerances, organization of validation test cases, numbering, 
and definitions. CAE recommends that the FAA identify and clarify the 
differences between the two standards and confirm whether the ICAO 
standards could be used as an acceptable alternative for obtaining FAA 
qualification of an FSD. ATA states that the rule should not be 
published until the QPS documents are updated to reflect the ICAO 
guidance.
    FAA Response: The FAA recognizes it is necessary for simulator 
qualification technical requirements to reflect international standards 
as appropriate. The FAA plans to harmonize the simulator qualification 
technical requirements as part of the first revision of the QPS 
appendices.

Impacts on General Aviation

    Several commenters are concerned about the impact of the proposed 
rule on the use of FSDs by general aviation, particularly with respect 
to Level 1-3 FTDs.
    FSI states that the NPRM preamble language stating that ``other 
certificate holders may seek approval to use the same FSD'' seems to 
eliminate non-certificate holders, such as corporate or private 
operators under part 91, from doing the same thing. FSI comments that 
fractional ownership operators would be precluded from being sponsors 
by the same wording.
    Fidelity comments that due to the recent advent of affordable, 
significant computing power, general aviation is able to use advanced 
simulation and that part 61 allows for a significant usage of FSDs. 
Fidelity comments that the proposed rule is unclear as to whether a 
sponsor must be a certificate holder in order to use the FSD for part 
61 training.
    NAFI is also concerned about the potential impact of the proposed 
rule on general aviation flight instruction. NAFI states that the 
required level of actual aircraft emulation for high-end, full motion 
simulation should be vastly different from general aviation flight 
training devices, and this proposed rule appears to lump them together. 
Specifically, NAFI states, smaller operators with less sophisticated 
FTDs will be unnecessarily burdened by the required establishment of 
the QAP and daily inspections.
    National Air Transportation Association (NATA) comments that the 
proposal seems to give consideration only to training that targets 
commercial and high-end corporate aircraft operators and makes no 
attempt to provide a framework that enables the greater deployment of 
these devices for light general aviation and corporate aircraft. 
Furthermore, NATA states that placing the responsibility for 
qualification of FSDs and FTDs with the National Simulator Program 
Office will limit the ability of the aviation industry to use such 
devices.
    FAA Response: Only those persons required to have an FAA approved 
flight training program or otherwise authorized under Sec.  60.7 are 
eligible to sponsor an FSTD. The FAA acknowledges that Fractional 
Ownership Program Managers are required by Sec.  91.1073 to have an FAA 
approved flight training program. However, this requirement did not 
exist when the proposed part 60 was being drafted because the 
fractional program regulations had not been finalized. It is beyond the 
scope of this rulemaking project to include Fractional Ownership 
Program Managers as eligible FSTD sponsors. Therefore, the FAA will 
initiate a separate rulemaking project to incorporate Fractional 
Ownership Program Managers into the class of persons eligible to 
sponsor FSTDs. The FAA does not intend to allow other part 91 operators 
to be FSTD sponsors because they are not required to have an FAA 
approved flight training program.
    The FAA has not included the qualification requirements for Level 2 
and 3 FTDs in this final rule. The FAA has determined that these 
devices should continue to be monitored and qualified under advisory 
material. The FAA has posted, for comment, an Advisory Circular 
providing guidance about the evaluation and approval of Basic Aircraft 
Training Devices and Advanced Aircraft Training Devices. To view and 
comment on the Advisory Circular go to the following Web address: 
http://www.faa.gov/aircraft/draft_docs

Conforming Changes (Parts 61, 63, 125, 137, 141, and 142)

    FSI states that training, testing, and checking requirements of 
parts 125 and 137 may be accomplished in FSDs, but there is no 
reference to these parts. FSI suggests that the FAA clearly state the 
permitted uses of FSDs.
    FSI, NATA, University Aviation Association (UAA), and Purdue 
University comment that the NPRM states that the devices described in 
Sec.  61.4 may be used only for private pilot certification and 
instrument ratings. These commenters state that training for a 
commercial pilot certificate and training under part 141, Pilot 
Schools, can also be done in an approved training device; they ask the 
FAA to verify the uses permitted for approved training devices under 
parts 61 and 141.
    FSI states that it is mandatory to withdraw appendix H of part 121 
in order for part 60 to be possible. FSI also cites other sections that 
should be changed (e.g., Sec. Sec.  121.407, 135.335, 142.59, 141.41, 
135.324, 135.321, and 121.402). FSI suggests that the FAA conduct a 
comprehensive review of all rules that may be in contradiction to part 
60 and make the appropriate changes.
    FAA Response: The permitted uses of FSTDs for credit purposes 
(i.e., to meet airmen certification standards or certain commercial 
operator training requirements) are a topic for a different rule. Part 
60 addresses only the requirements for the evaluation and qualification 
of FSTDs. Section 61.4 does not state that FSTDs may only be used for 
private pilot certification and the instrument rating. Rather, Sec.  
61.4(a) specifically refers to ``any training, testing, or checking 
requirement under this chapter.'' ``This chapter'' refers to Chapter I, 
Subchapter D (Airmen), and specifically, all airmen, certificates, and 
ratings falling under the purview of part 61, Certification of pilots, 
flight instructors, and ground instructors.
    It is not necessary to withdraw all of 14 CFR part 121, appendix H 
because of part 60. As stated earlier, the FAA is ``removing and 
reserving'' appropriate sections of appendix H to eliminate those 
technical requirements that have been moved into part 60 and is 
retaining those operational requirements in appendix H until such time 
as those sections are combined in a subsequent rulemaking effort and 
appendix H is cancelled. Additionally, the requirements contained in 
Sec. Sec.  121.407, 135.335, 141.41, and 142.59 are not contrary to the 
requirements contained in part 60. The FAA has reviewed all other 
sections to see if any additional conforming changes need to be made 
because of part 60.
    In addition, the FAA has determined that the conforming changes to 
parts 61, 141, and 142 proposed in the NPRM are no longer necessary 
since Level 2 and 3 FTDs are not included in this final rule.

Impact on Part 142

    FSI states that when part 142 was issued, training centers were 
given regulatory assurance that if they did certain things, the 
Administrator was obligated to issue a certificate under that part. FSI 
believes that for the FAA to propose now that another step is

[[Page 63400]]

required, i.e., gaining approval as a sponsor, is improper. Also, FSI 
states training centers were told they would not be required to have 
any specific relationship with an air carrier, yet under this proposal 
a training center may have to have an air carrier client as the sponsor 
of the FSD, for example, to meet the minimum annual usage requirement.
    FAA Response: The FAA eliminated the hourly usage requirements for 
sponsor qualification. The FAA eliminated the proposed requirement for 
sponsor utilization of additional simulators, except for the initial 
FSTD to qualify an applicant for a part 142 Training Certificate or the 
initial FSTD as part of a part 119 FAA-approved flight training 
program. The FAA has determined that these proposed requirements are 
not necessary because the requirements for an FAA approved training 
program are sufficiently robust to ensure safety.

Elimination of Exemptions

    AOPA states that the proposal places additional regulatory burdens 
on the entire aviation industry, including small pilot training 
centers, simply to allow the FAA to rid itself of the burden of issuing 
exemptions to part 125 and 135 operators who wish to use Level A-D 
flight simulators under part 121, appendix H. Instead, AOPA suggests 
making the appropriate changes in parts 125, 135, and 142 by cross 
referencing part 121, appendix H. According to AOPA, the proposal 
should then be modified to address only part 125 and 135 operators and 
Level A-D flight simulators.
    FAA Response: The purpose of this final rule is not to relieve the 
FAA of the task of issuing exemptions. The requirements set out under 
part 60 are for the evaluation and qualification of FSTDs, a task that 
the FAA has to perform regardless of whether the device will be used in 
air carrier operations or not. This final rule codifies existing 
practices and provides uniform standards for all FSTDs regardless of 
where they will be used. Authorized uses under any individual part of 
14 CFR are contained in the respective part. Therefore, even if a 
device is evaluated and qualified for certain tasks and maneuvers, the 
FAA, independent of part 60, will still need to determine whether the 
device is suitable for use in a particular FAA approved training 
program.

Comments Regarding Definitions

    ATA states that the definition of flight simulator uses the term 
``series'' of aircraft, while the definition of flight training device 
uses ``set'' of aircraft. Since proposed Sec.  60.3 does not define 
``series'' of aircraft and since an aircraft series meets the proposed 
definition for ``set of aircraft'' and a definition for ``set of 
aircraft'' is already proposed, ATA recommends that the term ``series'' 
should be deleted and replaced with the term ``set of aircraft'' 
throughout the document. In addition, the term ``ground operation'' 
should be replaced with the term ``surface operation,'' since surface 
operation is utilized in Attachment 3 to appendix A as operational task 
b. ``Surface Operations.'' Also, ATA notes that the definition of 
flight training device uses the term ``full size replica,'' while 
appendix B does not use this term in describing the FTD requirements. 
ATA recommends using the language in appendix B, while Delta suggests 
using ``realistic replica'' instead of ``full size replica.''
    CAE states that in the definition of ``evaluation'' in the use of 
``etc.'' is open to interpretation and should be removed. Likewise, CAE 
claims that the word ``performance'' is used in a very general sense in 
the definition of ``flight test data'' and in many other places. CAE 
states, ``Performance in simulators has traditionally meant airplane 
performance with regard to thrust/drag relationships, climb, range, 
etc.'' CAE recommends defining ``Approved data supplier'' as ``the 
aircraft manufacturer or other supplier of data acceptable to the 
NSPM.'' CAE also recommends defining ``Performance'' as ``the overall 
performance of the FSD to include aerodynamic performance as well as 
flight and ground handling.'' Additionally, CAE recommends changing the 
definition for ``flight test data'' to ``Actual aircraft performance 
data collected by an approved data supplier during an aircraft flight 
test program. This includes the aircraft on the ground test data as 
well as in the air.''
    FSI states that the definition of ``flight experience'' is at odds 
with Sec.  61.1 and other parts of 14 CFR. FSI recommends deleting this 
definition or more accurately defining it.
    Boeing recommends changing the phrase ``actual or predicted 
aircraft performance data'' in the definition of ``objective test'' to 
``final test or approved aircraft data'' because it is not clear what 
is meant by ``actual'' or ``predicted'' data. Boeing states that 
``predicted data'' should apply to data that are truly predicted, i.e., 
data that are estimated for regions of the flight envelope where there 
are no relevant flight test data (for example, for very high angle of 
attack), or for a new airplane configuration that has not yet been 
flight-tested. Boeing believes the definition should exclude 
engineering simulation data from a simulation that has been flight test 
updated and that the definition of ``predicted data'' should not 
include all aircraft performance data derived from sources other than 
flight data.
    ATA states that the definition of ``Qualification Performance 
Standard'' should refer to ``the collection of procedures and 
regulatory criteria'' instead of ``the collection of procedures and 
criteria.'' ATA further recommends that the definition of 
``Qualification Test Guide'' refer to ``initial'' evaluation and that 
``approved objective data'' be added to the list of contents. Also, 
``MQTG is the reference document for subsequent evaluations'' should be 
added to the definition of ``Master Qualification Test Guide.''
    Boeing asks whether ``set of aircraft'' is a derivative series of 
models produced by the same manufacturer or does it encompass a class 
of aircraft, such as a medium twin-engine jet transport? CAE states 
that in the definition of ``Set of Aircraft,'' a reference is made to 
``handling,'' when in all previous places ``performance'' has been used 
to cover both the conventional aerodynamic performance and handling. To 
be more consistent, CAE recommends replacing ``handling'' with 
``performance.''
    FSB believes that the term ``Sponsor'' must be more clearly defined 
to include who may be or must be the ``Sponsor'' of a particular 
simulator (FSD). FSB states, ``There are many proposed references in 
the NPRM that place a requirement, responsibility, or burden on the 
actual owner of the FSD that will effectively eliminate the ability to 
acquire and maintain U.S. certification of the FSD. The overall impact 
of this NPRM, if adopted without major changes, could potentially 
eliminate Part 142 Certificate Holders as providers of U.S. certified 
FSDs.'' FSB recommends that the entity that is the financially 
responsible owner of the FSD, and is a certificate holder, must be the 
sponsor of the FSD. The rule must not disqualify this entity as the 
sponsor because of arbitrary conditions such as how or how much the FSD 
will be used as long as the device continues to meet applicable 
qualification standards.
    ATA states that the definition of ``Subjective test'' is 
inconsistent with appendix A, Attachment 3, Item 3, Simulator Systems. 
CAE states that in the definition of ``Subjective test,'' it is stated 
``FSD performs and handles.'' CAE recommends changing the definition of 
``Subjective test'' as

[[Page 63401]]

follows: ``A qualitative comparison to determine the extent to which 
the FSD performs like the aircraft being simulated.''
    CAE states, in reference to the definition for ``Training Program 
Approval Authority,'' that parts 121, 135, and 142 are currently 
established as to who may approve training programs. In CAE's opinion, 
no new authority needs to be introduced or created by part 60.
    FAA Response: The FAA wishes to clarify the distinction between a 
``series'' and a ``set of aircraft.'' An example of ``series'' would be 
the Boeing B-737 aircraft, where -200 is a ``series'' (e.g., -222, or -
252, or -265 are part of the -200 ``series'') as opposed to a -300 
aircraft in the same make and model (Boeing, B-737 line). ``Set of 
aircraft,'' is defined as ``aircraft that share similar handling and 
operating characteristics and similar operating envelopes and have the 
same number and type of engines or power plants.'' While aircraft in 
the same ``series'' can certainly be described as being within the same 
``set of aircraft,'' it is not true that aircraft that are legitimately 
in the same ``set'' are necessarily in the same ``series.'' For 
example, we can consider the Boeing B-737-222, the Boeing B-757-252, 
and the Embraer EMB-170-100 within the same ``set'' of aircraft (i.e., 
they share similar handling and operating characteristics and similar 
operating envelopes and have the same number and type of engines); 
however, it is obvious that these three are not the same ``series'' of 
aircraft. A ``series'' of an aircraft make and model is not the same as 
a ``set'' of aircraft.
    The FAA has clarified the definition of ``set of aircraft.'' In 
response to Boeing's question about set of aircraft, the FAA notes that 
while a ``set of aircraft'' may include a derivative series of models 
produced by the same manufacturer, the definition does not restrict 
``set'' to derivative series. Rather, ``set'' encompasses aircraft with 
similar handling and operating characteristics, a similar operating 
envelope, as well as the same number and type of engines or power 
plants as in the commenter's example of a ``medium twin engine jet.''
    In the NPRM, the FAA used the terms ``ground operation'' and 
``surface operation'' interchangeably. The FAA recognizes that this 
could be confusing and has clarified the final rule to use the term 
``surface operations'' throughout the document to be consistent with 
international harmonization.
    In the final rule, we changed references from ``full size replica'' 
to the more simple term ``replica'' and clarified the definition by 
changing the phrase ``ground and flight operations'' to ``operations in 
ground and flight conditions.'' We made a similar change to the 
definition of ``Flight Training Device (FTD)'' where we used the 
simplified term ``replica'' instead of the term ``full size replica'' 
and to the phrase ``aircraft in ground and flight conditions'' where we 
used ``aircraft operations in ground and flight conditions'' for 
consistency with the definition of an FFS.
    To avoid the confusion of including ``etc.'' in the definition of 
``evaluation'' as raised by CAE, we have included ``e.g.'' instead so 
the sentence now reads ``With respect to an FSTD, the qualification 
activities (e.g., the objective and subjective tests, the inspections, 
the continuing qualification evaluations) associated with the 
requirements of this part.''
    We have added a definition of ``FSTD Performance'' to read ``The 
overall performance of the FSTD includes aircraft performance (e.g., 
thrust/drag relationships, climb, range) as well as flight and ground 
handling.''
    The definition of flight experience is limited to part 60. 
Therefore, it does not conflict with other parts. The FAA has clarified 
the definitions of ``flight test data,'' ``objective test'' and 
``predicted data'' to be more precise. The FAA notes that the use of 
engineering simulation, as an engineering analysis tool, may be 
integrally involved in the development of aircraft performance 
predictions.
    The FAA did not revise the definition of ``Qualification 
Performance Standard (QPS)'' except to include a reference to appendix 
E, Quality Management System for Flight Simulation Training Devices. 
Also, the FAA did not revise the definition for Master Qualification 
Test Guide (MQTG); however, we did clarify the definition of 
Qualification Test Guide (QTG). The FAA did not revise the definition 
of ``sponsor.'' The FAA has not substantively changed the definitions 
of QPS, MQTG, QTG, and sponsor from the definitions as proposed in the 
NPRM. However, the FAA has addressed the concerns raised by the 
commenters by making other appropriate changes to part 60 and the QPS 
appendices. The definitions of these terms are consistent with the 
recommendations made by the ARC.
    The FAA has reformatted the material originally located in appendix 
A, Attachment 3. That material is now found in a table entitled ``Table 
of Functions and Subjective Tests,'' and is consistent with the title 
of the appendix. Additionally, the FAA has clarified the definition of 
``subjective test.'' The changes are consistent with the ARC 
recommendation.
    The FAA is not proposing to establish a new entity to approve 
training programs. The term Training Program Approval Authority (TPAA) 
was introduced as a ``shorthand'' way of listing the various 
combinations of titles of those who are currently authorized to provide 
such approvals; i.e., ``Principal Operations Inspectors (POI), Training 
Center Program Managers (TCPM), or Flight Standards District Office 
(FSDO) operations inspectors assigned the duties of training program 
oversight and approval.'' The FAA has not changed the definition of 
TPAA as proposed in the NPRM.

Comments Regarding Abbreviations

    CAE suggests adding new abbreviations to differentiate between 
airplanes and helicopters, as follows:

AFSD--Airplane Flight Simulation Device
HFSD--Helicopter Flight Simulation Device
AFTD--Airplane Flight Training Device
HFTD--Helicopter Flight Training Device

    FAA Response: The FAA has not added these abbreviations and does 
not consider them necessary for clarity.

Comments Regarding the Applicability of the Part 60 Rule and the Use of 
Flight Simulators

Use of FSTDs
    ATA states:
    This rule provides regulatory information and further guidance 
to those who wish to become Sponsors of one or more FSDs and how a 
Sponsor must act to qualify and maintain the qualification of an 
FSD. In addition, it provides the technical requirements for an FSD 
to be awarded a specific level of qualification. This rule should 
not address how an FSD is used. That information is contained within 
other parts of this Chapter and should be between the Training 
Program Approval Authority (TPAA), the Sponsor, and the user.

    United agrees with ATA's recommendation to remove the words ``and 
use'' from the title of part 60 and Sec.  60.1(a).
    FAA Response: This rule is not intended to infringe upon the FAA 
designated TPAA. The phrase ``and use'' in the title of the part 60 
rule has specific and limited application: (1) To the ``use'' 
requirements for simulator sponsorship; (2) to the ``use'' limitations 
with missing, malfunctioning, or inoperative components; (3) to those 
for whom ``use'' of the FSTD is authorized and for whom its ``use'' may 
apply; and (4) to those ``uses'' of the FSTD for which representatives 
of the NSPM have evaluated and qualified a specific FSTD and may be 
referenced in the Statement

[[Page 63402]]

of Qualification, Non-Qualified Maneuvers, Procedures, and Tasks (as 
listed by exception to those maneuvers, procedures, and tasks listed in 
the subjective evaluation contents found in Attachment 3 to each of the 
applicable QPS appendices). Examples might include a circling approach; 
windshear training in accordance with 14 CFR 121.409(d); Surface 
Movement and Guidance System (SMGS); or Weather Radar System. These 
``uses'' are not to be confused with the uses for which a specific FSTD 
may or may not be approved by the FAA designated TPAA.
Qualified FSDs
    ATA states:
    * * * this applies to ALL FSDs. It does not address the use of 
FSDs that are not qualified by the FAA but are used as part of an 
approved training program even though no training credits are 
granted. For example, one carrier has used their B727 CPT and a DC-
10 Level 4 equivalent device for training in an approved training 
program even though neither was qualified by the NSP * * *. This 
paragraph should be changed to allow for the use of non-qualified 
FSDs as training aids in an approved training program. This is then 
under the jurisdiction of the POI. This could be done in paragraph 
1.1, definitions, to exclude unapproved devices from the definition 
of FSDs. Similarly, the rules, requirements, and penalties 
associated with using an FSD that is not qualified should themselves 
be clarified to allow for the use of non-qualified FSDs with TPAA 
approval.

    FAA Response: The FAA recognizes the functionality of many pieces 
of equipment (e.g., FSTDs, books, Computer Based Training Aids) that 
can be used in an effective pilot or other flight crewmember training 
program. This final rule does not prohibit a POI from authorizing the 
use of any training aid that will provide valuable instruction to 
flight crewmembers. While these devices can be authorized for use in a 
training program, only those devices that meet the definitional 
requirements in part 60 (i.e., that have been evaluated and found to be 
qualified at a stated level) can be referred to as ``FSTDs.'' To be 
called an FSTD, and to fall under this part, the device has to meet the 
stated definition and evaluation requirements. Other equipment that may 
or may not be found to be suitable for use in a pilot training 
curriculum, whether or not that curriculum is approved by the FAA, may 
not be called FSTDs (either FFSs or FTDs) when the device being 
referenced does not meet the definition or evaluation requirements of 
an FSTD.
Clarification of Terms
    FSI states that the preamble statement regarding ``operating 
experience'' makes it unclear what is prohibited in an FSD. FSI 
recommends that the FAA list the sections of 14 CFR for which an FSD 
may not be used.
    Two commenters address the term ``each person'' in paragraphs (b) 
and (c). JAA states, ``It is still difficult to understand why an 
individual of an FSD user organization, which does not (necessarily) 
own the FSD, would be responsible for the quality of the FSD and not 
the FSD operator.'' CAE recommends that in paragraph (c) ``each 
person'' should be the sponsor or a person leasing the equipment.
    FAA Response: The FAA did not adopt a specific list of sections in 
14 CFR for which an FSTD may not be used. The TPAA determines what the 
FSTD may be used for on a case by case basis. However, the FSTD may 
never be used for satisfying the operating experience requirements of 
Sec.  121.434 or Sec.  135.244.
    The term ``person'' is a multiple use term that, in the vernacular, 
might be read ``the appropriate party.'' It is important to note that 
the term ``person,'' as used in the referenced sections (i.e., ``each 
person using'' and ``each person who uses''), is defined in 14 CFR part 
1 as ``an individual, firm, partnership, corporation, company, 
association, joint-stock association, or governmental entity. It 
includes a trustee, receiver, assignee, or similar representative of 
any of them.''

Comments Regarding the Applicability of Sponsor Rules to Persons Who 
Conduct Sponsor Activities Without Being Qualified Sponsors (Sec.  
60.2)

    FSI states that, contrary to the NPRM preamble discussion, the 
issue of a non-sponsor using or allowing the use of an FSD is clearly 
an administrative rule, not a safety rule; even the discussion uses the 
word ``inappropriately,'' not ``unsafely.'' FSI further states that the 
FAA goes on to illustrate in the actual proposed section text with 
examples of permitted practices rather than listing prohibited 
practices. FSI recommends that the FAA clearly articulate those 
practices that are prohibited in the actual text, and accurately 
discuss applicability of this section to non-sponsors. In addition, FSI 
states that paragraph (a)(1) adds another step in the process of being 
able to use an FSD, i.e., separate approval as a sponsor.
    CAE states that the use of the term ``causes'' in Sec.  60.2(a) is 
too general. For example, a technician asked to switch the motion pump 
on cannot be considered to be the cause for the use of the device for 
unauthorized training. CAE recommends changing the text to be more 
specific about the persons to which this rule applies.
    FAA Response: The purpose of the rule language in Sec.  60.2(a) is 
to give the FAA a legal means by which it could charge a nonsponsor 
with violations of the safety rules if that person inappropriately used 
or caused the use of an FSTD for the purpose of meeting an airmen 
certification or training requirement under the Federal Aviation 
Regulations. The FAA believes that a safety issue could be raised if a 
non-sponsor uses or allows the use of an FSTD because the quality of 
the device could be called into question. Therefore, the FAA believes 
that the prohibition on non-sponsor use of a device is a safety rule 
and did not adopt changes to this section other than changing the term 
``FSD'' to FSTD.''
    The FAA does not consider the term ``causes'' in paragraph (a) to 
be too general. The FAA does not consider someone who merely turns on 
the hydraulic motion pump to be the person who ``causes'' the use of 
the FSTD. An example of ``causing'' the use of the device would be 
someone fraudulently holding themselves out as a sponsor, thereby 
``causing'' an unqualified device to be used in an FAA approved 
training program.

Comments Regarding Quality Management System (Sec.  60.5)

    JAA notes with appreciation that the FAA is introducing a mandatory 
QAP. JAA suggests making the QAP into a full Quality System (QS) and 
adding the components that are found in the required JAA QS.
    CAE supports the requirement that each sponsor implement a QAP, but 
believes that the sponsor should be allowed to use its own quality 
assurance processes to meet the NSP standards. CAE states, ``It would 
be inefficient and costly to force all sponsors to adopt quality 
assurance measures based on a specific, FAA-selected QAP as described 
in Section 60.5. Companies must be given the flexibility to implement a 
QAP that is consistent with their operations and business practices and 
plans.''
    FAA Response: To harmonize with ICAO, the FAA changed the title of 
Sec.  60.5 Quality Assurance Program to Quality Management System 
(QMS). The new title is not just a name change, but is in fact a 
complete revision of the quality assurance program that is 
significantly less costly and onerous than what the FAA originally 
proposed. The specific requirements for the QMS are outlined in a new 
appendix to the QPS requirements entitled Appendix E, Quality 
Management Systems for Flight

[[Page 63403]]

Simulation Training Devices. This new appendix does not add new 
requirements outside the scope of the requirements proposed in the 
NPRM, but expands on the rule language of Sec.  60.5, Quality 
Management System.
    The requirements contained in appendix E have been carefully 
designed to allow each FSTD sponsor the capability of using its own QMS 
process to meet the described standards.
Justification for Quality Programs
    ATA does not oppose the concept of a QAP, but states that the FAA 
has not offered any evidence that there currently exists a quality 
control problem in the way part 121 operators maintain their FSDs. For 
example, an analysis of nine years of FAA evaluations at one major 
carrier yielded a discrepancy rate of 2.8 discrepancies per evaluation. 
ATA believes the other regulations would allow the NSPM to take action 
against an operator that does not meet minimum quality levels. ATA and 
FedEx believe the incremental benefit of creating and administering a 
QAP will not be worth the cost of doing so. NLX makes a similar 
comment, citing the present state of the airline industry.
    FAA Response: The FAA did not propose to incorporate a quality 
assurance program, which differs from a traditional ``quality control'' 
program, to rectify bad or deteriorating maintenance practices for 
individual FSTDs or at specific FSTD sponsor locations. As described in 
the original NPRM, the basic precept of the program is for the sponsor 
``to say what it does; to do what it says; and to keep good records.'' 
The QMS program will require each sponsor to develop a working 
knowledge of the requirements of part 60 and the relevant QPS document. 
This knowledge will be demonstrated to the NSPM through a written 
description of how, how often, when, where, and with what resources the 
sponsor's organization plans to comply with the requirements of part 
60.
    By having this written description, the NSPM and the sponsor will 
be able to compare what is actually done with what the sponsor says is 
done regarding FSTD repair, modification, regular maintenance, and 
daily readiness. The FAA has determined that the standardization 
required for such satisfactory comparisons will add to the already 
existing efficiency and effectiveness of the FSTD--regardless of the 
level of that existing efficiency and effectiveness. Through the added 
reliability of the maintenance and the daily readiness provided by a 
sound QMS program, any flight crewmember training, evaluation, and 
flight experience should be able to be accomplished with less 
interruption, more accuracy and more reliability. The QMS program will 
help provide consistency in the current training and the availability 
of repetitive practice in the desirable environment of accurate and 
realistic simulation. The FAA continues to believe that under such 
circumstances the students will more easily retain the knowledge and 
skills learned through such an increase in reliability and through such 
uninterrupted training.
    There are three areas of significance in this regard:
    The first, in two parts. Part one is an already existing precedence 
for the regulatory requirement for a QMS program found in the 
regulations covering air carrier aircraft maintenance. Part two is that 
several air carriers currently participate in voluntary quality 
programs (involving FFSs and FTDs) due to their participation in the 
FAA's Air Transportation Oversight System (ATOS).
    The second area is that of existing FSTD sponsors already obtaining 
advantages from either developing an FSTD QMS program or contemplating 
doing so. One major airline, in comments made to this NPRM, stated that 
while reviewing the proposed QMS program requirements they recognized 
that ``the proposed (QMS) did provide a vehicle for developing a more 
efficient management tool for simulator maintenance and control.''
    The third area is one of international perspective. The FAA has not 
noticed that many of the world's regulatory authorities are beginning 
to embrace QMS programs or quality management systems as a means of 
conducting their regulatory responsibilities. Example of such 
regulatory authorities include the individual regulatory authorities in 
Europe, under the auspices of the European Aviation Safety Authority 
(EASA) and several regulatory authorities in the Pacific Rim (the 
Australian CAA and the Singapore CAAC are two examples), who are aiming 
to pattern their systems after that of the JAA. Additionally, if FAA 
requirements are to be truly ``harmonized'' with the JAA, then it must 
be noted that the JAA's JAR-STD-1A document, Aeroplane Flight 
Simulators, requires an FSTD operator to have, and operate under, a 
quality management program, which is far more demanding than the QMS 
that we adopted under part 60.
Cost Consequences of Quality Programs
    RAA requests the removal of the proposed QAP requirement from the 
final rule. RAA states that the FAA has made no effort to evaluate the 
necessity or effectiveness of the proposed QAP. RAA believes the QAP 
would require airline operators to maintain technical staff on site, 
which would be particularly cost prohibitive for regional airline 
operators who often buy time on simulators at distant and even foreign 
locations. TechniFlite makes a similar comment. If the FAA retains the 
requirement, RAA suggests allowing the owner-operator to designate a 
simulator evaluator or to outsource QAP duties.
    FAA Response: Neither the original NPRM nor the revised wording in 
the final rule would require an airline to maintain their own technical 
employees at the FSTD site, if that airline is using another sponsor's 
FSTD, for QMS issues any more than the current practice of arranging 
with another party to provide for maintenance, upkeep, modification, 
evaluation, evaluation scheduling of an FSTD it sponsors. In either 
case, the sponsor would be the responsible party concerning issues with 
the FSTD that relate to technical aspects or to the QMS program.
Six Month Time Limit
    UPS objects to the 6 month time limit for submission and approval 
of a QAP, stating that the NSPM would have an influx of approximately 
66 proposals from sponsors to review, comment and approve within that 
timeframe. Also UPS states that 6 months is an insufficient amount of 
time for UPS to develop and implement a program that would meet the 
requirements. UPS recommends an 18 month timeframe, 6 months to submit 
a proposed program, 6 months for the FAA to review and approve, and 6 
months for the sponsor to implement the program. American makes a 
similar comment. ATA suggests a longer timeframe, one year for 
submitting a proposal, 6 months for the FAA to review and approve, and 
one year to implement and audit the QAP.
    FAA Response: The FAA has revised this time frame to 24 months. The 
FAA has determined that this is a sufficient amount of time to 
implement the QMS.
Dry Lease of Simulators
    FSI suggests a problem with the concept of a sponsor for operators 
who dry lease flight simulators that are used by several air carrier 
certificate holders. FSI states, ``Under the proposed concept, quality 
would be assured for only one (sponsor) user, but not for other 
users.'' FSI believes that the

[[Page 63404]]

purpose of a QAP should be to ensure that any training provider (i.e., 
not just the sponsor) is capable of providing FSDs that continually 
meet the training, testing, checking, and experience requirements of 
its client's FAA-approved flight training programs. FSB makes a similar 
comment, stating, ``Particularly in a part 142 operation, this would 
result in each device within a single facility being subject to a 
different Sponsor's QA program.'' In this situation FSB believes the 
owner/certificate holder should qualify as the sponsor, even if they 
don't otherwise meet the sponsorship qualifications, because they have 
ultimate responsibility for the devices under the QAP.


     The FAA has revised the language regarding sponsor qualification 
requirements to address the concerns and recommendations raised by 
commenters. The QMS program assures that any given FSTD continually 
meets the training, testing, checking, and experience requirements of 
the respective FAA-approved flight training program in which it is 
used.Conflict With Other Quality Programs
    ATA and United comment that inclusion of this quality program 
places airlines under two dissimilar quality programs; that required by 
Sec.  60.5 and the Air Transport Oversight System (ATOS) item 4.2.8, 
Simulators/Training Devices. Since the goal of these two quality 
requirements are the same--system safety--ATA and United suggest that 
these two quality program requirements should be appropriately 
harmonized so that a sponsor now subject to part 60 and ATOS will be 
required to meet the standards of only one FSD quality program.
    FAA Response: The FAA has revised the ATOS inspection checklists 
and eliminated the Airworthiness SAI/EPI components for an FSS or an 
FTD inspection to avoid different quality management programs for 
aircraft simulators. The changes to the ATOS program checklists will 
become effective at the same time as this final rule.
Conflict Between NPRM Preamble and Rule
    Several commenters address an inconsistency between the preamble 
discussion of proposed Sec.  60.5 and the rule text itself. Paragraphs 
(b) and (d), as described in the preamble, do not appear in the rule 
text.
    FAA Response: The FAA recognizes that an error occurred with the 
original publication of the NPRM. We removed paragraph (d) that 
appeared in the NPRM and incorporated the requirements of that 
paragraph into Sec.  60.9 in the final rule. The FAA has reinserted as 
Sec.  60.5(d) the correct paragraph (d) that was described in the NPRM 
preamble. This paragraph reads the same as a similar paragraph 
published in the NPRM under Sec.  60.29(b).
Location of Simulator
    ATA comments that the paragraph described in the preamble that 
addressed the location of the simulator would be impossible to comply 
with. ATA cites as an example, an operator who sponsors a foreign owned 
simulator located in an area of the world where it bases pilots. It is 
cost-effective to use that simulator rather than bring pilots back to 
the U.S. for training. ATA states the paragraph would require operators 
to impose a QAP on the foreign simulator owner, which would be 
impossible for the FAA to enforce. Similarly, FedEx believes the 
requirement should not appear in the final rule or should be modified 
to facilitate the use of foreign simulators.
    FAA Response: Prior to the use of any FSTD, regardless of its 
location (domestic or foreign), the certificate holder is responsible 
for determining that the FSTD meets the appropriate training program 
requirements and that supplemental ``differences'' training is 
accomplished to accommodate any differences that may exist. Similarly, 
the certificate holder is responsible for ensuring that the current 
maintenance and operational status of the FSTD is such that the planned 
activities can be successfully accomplished or other arrangements are 
suitably made. This level of familiarity with the FSTD and this level 
of interaction with the owner/operator of the FSTD should certainly 
support the QMS program requirements. The FAA has revised the 
requirements so that when a sponsor includes a ``foreign simulator'' 
(i.e., one maintained by a non-U.S. certificate holder) under its 
sponsorship, the sponsor will continue to be responsible for the QMS 
program for that simulator; however, if that foreign simulator is 
maintained under a QMS program accepted by that foreign regulatory 
authority and that authority and the NSPM have agreed to accept each 
other's QMS programs (e.g., QMS programs approved by the Joint Aviation 
Authorities of Europe), no additional requirements must be met. 
Alternatively, if that foreign simulator is not maintained under a QMS 
program accepted by that foreign regulatory authority or that authority 
and the NSPM have not agreed to accept each other's QMS programs, the 
sponsor then will be required to reach an agreement with the NSPM 
regarding those aspects of the sponsor's QMS program that may be met by 
the sponsor in regard to this specific FSTD.
Appeal Process and Determination of Emergency
    ATA believes the final rule should include another paragraph 
described in the preamble, but not included in the proposed rule, which 
addressed an appeal process for sponsors who disagree with an FAA 
requirement to modify a QAP. Boeing, CAE, and FSI make similar 
comments. FSI requests more specific statements on how the 
determination of an emergency would be made and whether any sanctions 
would apply to just one FSD or all FSDs operated by the sponsor.
    FAA Response: As stated earlier, the FAA has now included the 
material that was referenced in the original NPRM preamble language but 
which was inadvertently omitted in the originally proposed rule 
language. The FAA is reluctant to provide a list of what might 
constitute an ``emergency'' in that all such possibilities simply 
cannot be accurately listed. The purpose of this rule is to provide for 
FSTDs that meet the established criteria to allow flight crewmembers to 
acquire proper and complete training, testing, checking, and experience 
for the particular aircraft for which they will be or are type rated. 
While it is true that the FAA may have the authority to take 
certificate action or seek monetary penalties for violations of the 
rules, or seek to remove the qualification of an FSTD, or disqualify an 
FSTD sponsor from sponsoring FSTDs, these types of actions are a last 
resort taken only when absolutely necessary. When, how, to what, and to 
whom any such sanctions might apply would be governed by the 
circumstance, and therefore, the FAA is unable to provide specifics for 
such possibilities.
Quality Program Guidance
    ATA comments that neither the rule nor the QPS provide information 
on how the QAP should be set up and administered. ATA also comments 
that there is no reference to the current guidance documents that 
appear on the NSP Web site. ATA suggests that the FAA reorganize the 
QAP requirements by combining proposed Sec.  60.5(b), (c), and (d) with 
the QAP requirements in appendix A, section 5, and moving them to a new 
appendix E, which would be a QPS for a QAP. ATA recommends that the new 
appendix contain appropriate

[[Page 63405]]

components of the current guidance and sample of an acceptable SQAP.
    FAA Response: The FAA has reorganized the QMS requirements in the 
QPS appendices and established one QMS appendix, appendix E, to provide 
greater clarity and avoid redundancy.
Identification of Deficiencies
    CAE believes the language of proposed Sec.  60.5(b) is too vague 
and that the FAA should specify the level of detail required in the 
documentation for correcting deficiencies in the QAP. CAE suggests 
changing the words ``deficiency in the program'' to ``an issue that has 
a direct impact on the quality.'' American states that it is unclear 
whether the deficiencies being identified are in the QAP or in the FSD 
maintenance program. ATA states that if the deficiency being identified 
is in the QAP, then the FAA process should specify how it is to be 
changed.
    FAA Response: The FAA has made clarifications to Sec.  60.5. The 
language of Sec.  60.5, Quality Management System, was chosen to allow 
for future revisions to the QMS program, as described in appendix E. 
One of the major precepts of any quality management system is that of 
continual improvement--improvement as defined by the organization 
utilizing the quality management system that can be recognized by an 
outside observer. An improvement might manifest itself in the improved 
maintenance or the reliability of the FSTD; it might manifest itself in 
an increased efficiency in being able to track some aspect of the on-
going maintenance functions; or it might manifest itself in a more 
detailed description of a job function or more clearly defined 
documentation or a better way to ensure that management is involved in 
decisions regarding the QMS program or the quality management system.
Grace Period for Required Changes
    ATA suggests that Sec.  60.5(c) provide a 12 month time limit 
within which the sponsor must make the required changes to the QAP, so 
that it is not immediately in violation after being notified of the 
required change. CAE makes a similar comment. ATA and United request 
clarification of whether paragraph (c) addresses the pre-approval 
process or the process when program deficiencies are discovered during 
an audit.
    FAA Response: The FAA made minor clarifications to Sec.  60.5(c). 
The FAA did not adopt specific time limits as recommended by 
commenters, because such revisions are outside the scope of the NPRM. 
However, in future changes to the QPS requirements, the FAA will 
consider adding specific timeframes as recommended by commenters. Such 
changes would be subject to notice and comment. In addition, the FAA 
notes that Sec.  60.5(d) allows sponsors to appeal to the Director of 
Flight Standards (Director) if the sponsor disagrees with the NSPM's 
deficiency notice. The filing of an appeal stays the NSPM's notice 
pending the Director's decision. Thus, a sponsor can appeal to the 
Director if it believes that the NSPM has not allowed adequate time to 
resolve a deficiency.
Management Representative
    FSI comments that identifying an employee of the sponsor to be the 
management representative, under proposed paragraph (d), may result in 
delayed or confused communication if that person is someone other than 
the training center's designee. American Trans Air asks whether the 
management representative under this section could be the same person 
as the liaison with the manufacturer designated under Sec.  60.9(b)(3).
    FAA Response: As previously mentioned, the FAA moved proposed 
paragraph (d) to Sec.  60.9(c) in the final rule. (See the discussion 
in Sec.  60.9 for additional responsibilities of the sponsor). In the 
NPRM, the FAA proposed that a sponsor maintain liaison with the 
aircraft manufacturer or the holder of the type certificate if the 
manufacturer was out of business. The FAA notes that maintaining a 
liaison with the aircraft manufacturer does not mean that the sponsor 
must designate a specific person to serve as a ``liaison.'' The 
Management Representative (MR) may perform this duty if necessary. 
There is no requirement that the MR be the training center designee. 
The only requirement is that the person so designated as the MR by the 
sponsor have the responsibility and authority to accomplish duties 
outlined in Sec.  60.9(c).

Comments Regarding Sponsor Qualification Requirements (Sec.  60.7)

    Many commenters are concerned about the concept of FSD sponsorship 
as proposed in Sec.  60.7(a) and (b). Some commenters request the FAA 
delete, change, or clarify the sponsorship requirements.
    RAA states that Sec.  60.7 proposes to have individuals such as 
pilots, instructors, and check airmen be sponsors rather than a part 
121 or part 135 (i.e., part 119) certificate holder. RAA agrees that 
such individuals fit the criteria sought by this proposal, but believes 
that a collective body of ``individuals'' that comprise an air carrier 
also fit the criteria. RAA states, ``It makes no sense to make a 
distinction between a person and a certificate holder, particularly 
since both are subject to loss of their certificate by the FAA.'' RAA 
requests that the concept of ``sponsor'' be eliminated from the 
proposed rule.
    FAA Response: The FAA has revised and clarified the sponsorship 
requirements of Sec.  60.7.
    The FAA defines the term ``person'' in 14 CFR part 1 as ``an 
individual, firm, partnership, corporation, company, association, 
joint-stock association, or governmental entity. It includes a trustee, 
receiver, assignee, or similar representative of any of them.'' In 
Sec.  60.7, the FAA uses ``person'' in accordance with the part 1 
definition. Additionally, as used in this particular situation, the 
``person'' being referred to would hold or be an applicant for a 
certificate under part 119, 141, or 142, or have a course of training 
approved under appendix C of part 63. A ``person'' whether corporate or 
individual, can hold a certificate issued under part 119, 141, or 142. 
However, an individual person who holds only an airman certificate 
(e.g., issued under part 61), would not qualify to be an FSTD sponsor.
    The National Simulator Program has operated under the concept of 
``sponsor'' for over two decades. However, the National Simulator 
Program has never been specific regarding the definition of the term, 
nor has the agency been diligent in ensuring that all of the precepts 
of FSTD utilization were scrupulously followed. The FAA believes that 
it is time that this concept is completely understood by everyone in 
the industry.
Sponsorship Qualification Requirements
    FSB believes that the proposed sponsorship qualification criteria 
will seriously affect third party operations and that the NPRM, if 
adopted without major changes, could potentially eliminate part 142 
certificate holders as providers of U.S. certified FSDs. Examples of 
situations that FSB believes would no longer be allowed are cases where 
the FSD is owned by a part 142 certificate holder but is used 
principally by other certificate holders. If neither the owner nor any 
of the other users met the specified minimum threshold of hours under 
their approved training programs, none of these users would meet the 
sponsorship standards, even though the FSD might serve many U.S. 
certificated operators. Also, the owner might be forced to change the 
sponsorship of some FSDs from time to time in order to continue to have 
a sponsor who meets the conditions of

[[Page 63406]]

sponsorship. FSB recommends that if the owner is a U.S. certificate 
holder, that the responsible certificate holder should be the sponsor 
of the FSD, without having to meet all the requirements in this 
section.
    Further, FSB comments that there are circumstances in part 142 
operations where FSD certification is necessary, but there is no plan 
by the FSD owner to conduct training. FSB states, ``This proposal is a 
case where a prerequisite for Sponsorship is based on intended use of 
the device. It is the opinion of FSB that the proposed regulation 
should focus on the quality and functionality of the device and that 
approvals for how the device will be used should be left [to] the 
Principle Operations Inspector (POI), or the Training Center Program 
Manager (TCPM), or other appropriate approval authority.'' FSB 
recommends that Sec.  60.7(a)(2) be deleted.
    FSI objects to the NPRM preamble statements that the sponsorship 
and approval process proposed is similar to the current practice. FSI 
states, ``Currently, there are no `sponsors' of simulation. The FAA has 
never defined the term; there has never been a requirement to have or 
to be a sponsor. The term, concept, and obligation is proposed in this 
Notice of Proposed Rulemaking for the first time. The implication that 
sponsors exist now and have been required tends to minimize the 
operational and economic impact of the current proposal.'' Further, FSI 
comments, ``The process outlined in the proposed part 60 is not at all 
similar to current practice in one of the major features of the 
proposed rule. That is, the current practice, (and practice for the 
past many years), has been for the FAA to evaluate, qualify, and then 
approve for use FSDs for a certificate holder having an approved 
training program. Now the FAA would add the major step of approving a 
person, not necessarily the developer, owner, or custodian of an FSD as 
a sponsor. This is a major departure from current practice.'' FSI 
recommends that the FAA delete any requirement for a sponsor to be a 
certificate holder and specify that a training center may continue to 
fulfill all proposed roles of a sponsor and the term sponsor be 
eliminated.
    ATA states that proposed Sec.  60.7 does not explain or provide a 
process for gaining sponsorship approval. ATA recommends that the 
sponsorship qualifications and systems and processes needed to manage 
the new requirements be established in a pre-defined order over a 
certain period as part 60 goes into effect.
    In regard to proposed Sec.  60.7(b), FSI asks for clarification of 
the relationship between the four conditions in this paragraph, i.e., 
whether the sponsor must meet any or all of the four conditions. ATA 
identifies an inconsistency between proposed Sec.  60.5(a), which 
allows a sponsor 6 months to develop a QAP after the final rule is 
effective, and Sec.  60.7(b)(3), which states that a sponsor must have 
an approved QAP. ATA recommends a long period of phase-in for the final 
rule and an automatic qualification for items that were in good 
standing before the effective date. ATA also comments that proposed 
Sec.  60.7(b)(4) gives the NSPM full veto power over a candidate 
sponsorship, with no definitions of how the NSPM will evaluate the 
candidate sponsor's acceptability to the NSPM.
    FAA Response: The changes to the sponsorship requirements discussed 
previously adequately address the issues raised by the commenters. In 
the final rule, the FAA eliminated the proposed requirement that a 
sponsor use the device for 600 hours per year. We are now requiring 
that at least one FSTD is used at least once per year within the 
sponsor's FAA-approved flight training program. Also, the final rule 
permits the sponsor to sponsor additional FSTDs, beyond the first FSTD, 
without having a ``use'' requirement. If a sponsor sponsors an 
additional FSTD that is not used within its approved training program 
then one of the following conditions must be met:
    (1) The FSTD must be used in another FAA-approved flight training 
program.
    (2) The sponsor must provide the FAA with a written statement from 
a qualified pilot having flown the airplane that is simulated at least 
once during the previous 12 months. The statement must indicate that 
the configuration, performance, and handling of the FSTD are 
appropriately representative of those features of the airplane being 
simulated.
    Additionally, while it is true that the FAA does not currently use 
the specific term ``sponsor,'' the agency, under its existing 
practices, does assign someone to ``oversee'' each qualified FSTD. 
Thus, the requirements in Sec.  60.7 are simply a codification of the 
agency's current policies.
    The rule language is clear about what is necessary for a person to 
become an FSTD sponsor and what requirements of part 60 will apply to 
existing FSTDs. With limited exceptions, the continuing qualification 
requirements for existing FSTDs will not change.
Role of TPAA
    Eclipse states that the proposed rule puts the sponsor in a 
precarious position between the NSPM and the sponsor's specific TPAA. 
Eclipse Aviation would like to see a better delineation of duties and a 
more formalized coordination process within the FAA between these two 
bodies.
    FAA Response: The FAA has modified its processes regarding 
coordination and communication with Principal Operations Inspectors 
(POI) and Training Center Program Managers (TCPM). The NSPM will 
provide a Statement of Qualification directly to the sponsor (copying 
the POI/TCPM) and will receive materials directly from the sponsor 
(provided parallel communication is maintained with the POI/TCPM).
Part 61 Flight Schools
    Fidelity states that the proposed rule does not allow a part 61 
flight school to sponsor an FSD or FTD. Fidelity believes if an 
organization is capable of maintaining the quality control program 
specified by part 60, and if the local POI, FSDO, or TPAA is satisfied, 
then the FAA should allow part 61 schools to sponsor an FSD. Fidelity 
cites specific sections in part 61 that allow for FSD usage.
    FAA Response: FSTD sponsorship is a very unique responsibility and 
one that is irrevocably linked to an FAA-approved flight training 
program along with other equally unique requirements. As a result, the 
FAA has determined it would be inappropriate to allow a part 61 
operator, with no requirement for FAA-approved training programs or 
other required FAA oversight, to sponsor an FSTD.
Sponsor Responsibility
    UPS states that it may not be feasible to place responsibility for 
the qualification of an FSD owned, operated, and maintained by another 
business entity on the sponsor because the sponsor would have no direct 
control of that entity's operation. UPS believes this requirement would 
further constrain the business of flight simulator training and should 
be deleted.
    In regard to proposed Sec.  60.7(a)(2), DHL agrees with the 
apparent intent of the rule to give the users who hold vested interest 
in the simulators (the carriers) the responsibility and motivation to 
guarantee quality assurance of the simulators. Further, DHL states, 
``It is also apparent that the FAA is shifting the responsibility from 
the National Simulator Program Team (AFS-205) to other entities (the 
sponsors) and allowing AFS-205 to provide oversight. It is unclear, 
however, if this is a cost savings

[[Page 63407]]

measure for the Federal Government, which would place a financial 
burden on the sponsors.''
    FAA Response: The FAA is not shifting any responsibility with this 
section of the rule, but is simply clarifying that to be a sponsor, one 
would have to have an FSTD qualified and used as part of their own FAA-
approved training program.
Sponsors with Multiple Certificates
    United comments that it holds certificates under both parts 119 and 
142, offering contract training for aircraft currently flown by United 
and aircraft no longer flown by United. United requests that the FAA 
clarify the wording to allow a sponsor who operates FSDs under multiple 
certificates to be the sole sponsor of those FSDs with only one quality 
program and one management representative.
    FAA Response: The FAA has added information to appendix E. The QMS 
requirements should not be read to preclude a given QMS program from 
being applicable to more than one certificate holder (e.g., part 119 
and part 142 or two part 119 certificate holders). It should also not 
be read to preclude an individual from being a Management 
Representative (MR) for more than one certificate holder (e.g., part 
119 and part 142 or two part 119 certificate holders) as long as the 
other QMS program requirements and the other MR requirements are met 
for each certificate holder.
Use of Qualified FSDs
    TechniFlite states that limiting the use of a qualified FSD to an 
approved course unduly limits the use of the FSD. TechniFlite states, 
``A Designated Pilot Examiner (DPE) should be allowed to use a 
qualified FSD for all or part of a check ride in accordance with the 
practical test standards. * * *'' If a pilot applicant has the 
experience and has otherwise received the appropriate training outside 
of a 142 training program, that pilot or his employer should not be 
required to pay for the expense of the 142 program. Many corporate 
flight departments have excellent in-house training programs. If a 
qualified FSD is available, the Designated Pilot Examiner should be 
allowed to utilize the device.'' TechniFlite believes part 61 training 
should not be denied access to FSDs.
    FAA Response: There may have been a misunderstanding of the 
proposal. Part 60 does not impose any limitations or prohibitions 
regarding the use of a qualified FSTD for any appropriate, authorized 
usage. A DPE certificated under part 61 may use an FSTD for any 
authorized purpose, but a DPE may not sponsor an FSTD.
Minimum of 600 Hours
    Most of the commenters on this section object to the proposed 
requirement in Sec.  60.7(c)(1) that an FSD be used a minimum of 600 
hours per year in the sponsor's training program. Commenters state that 
the proposed minimum hour requirement is arbitrary, unfair, financially 
burdensome, and creates an unfair financial advantage for large 
training centers.
    FAA Response: As discussed previously, the FAA eliminated the 600-
hour requirement. Instead, the sponsor must use at least one FSTD at 
least once per year in an FAA approved training program. Any additional 
FSTD sponsored by the sponsor must be used in another FAA-approved 
flight training program or the sponsor must provide the FAA with a 
written statement from a qualified pilot having flown the airplane 
being simulated at least once during the previous 12 months. The 
statement must indicate that the configuration, performance, and 
handling of the FSTD is appropriately representative of those features 
of the airplane being simulated. The revised rule language resolves the 
concerns raised by commenters.
Sponsorship Under Parts 125 or 137
    FSI suggests including parts 125 and 137 in the definition of 
``Certificate Holder'' in Sec.  60.3 and in Sec.  60.7(c)(2) to allow 
for future use of simulation under those parts.
    FAA Response: As stated previously, only those persons required to 
have an FAA approved flight training program are eligible to sponsor an 
FSTD. The FAA has established an Aviation Rulemaking Committee to 
review part 125. The FAA will review the recommendations of this 
Aviation Rulemaking Committee when they are received to determine if an 
FAA approved training program will be required under the new rules. The 
FAA will initiate formal rulemaking at that time if warranted by the 
recommendations. Also, operations conducted under part 137 
(Agricultural Aircraft Operations) require the use of pilots with 
either commercial or airline transport pilot certificates and a rating 
for the aircraft that is to be used in the agricultural operation. 
There is no requirement, however, for a part 137 operator to have an 
FAA approved flight training program. Therefore, it is not appropriate 
for those operators to sponsor an FSTD.
Dequalified Simulators
    In regard to proposed Sec.  60.7(c)(3)(ii), CAE believes that 
someone else may apply to sponsor the dequalified simulator 
immediately, since only the current sponsor cannot reapply. American 
states that this paragraph has the potential for significant impact on 
sponsors of foreign simulators. American further states that if a valid 
training requirement for a device exists, the FAA should not be in a 
position of impacting business decisions. Similarly, ATA opposes any 
attempt to require that an FSD remain out of service for any enforced 
period of time. ATA suggests removing the sponsor's qualification, not 
the FSDs. United and Delta make similar comments.
    FAA Response: As discussed previously, the FAA has rewritten the 
sponsor qualification requirements, specifically the use requirements. 
Therefore it is highly unlikely that sponsorship will be taken away for 
non-use of an FSTD. The revisions to Sec.  60.7 adequately address the 
concerns raised in this area. The FAA has modified Sec.  60.7(c) to 
remove the statement ``The FSD is not qualified.''

Comments Regarding Additional Responsibilities of the Sponsor (Sec.  
60.9)

    Several commenters object to the proposal in Sec.  60.9(a) that 
sponsors must allow ``immediate'' inspection of the FSD, citing the 
disruption and extra cost if training is interrupted without notice. 
The amount of notice requested by commenters ranges from 24 hours to 
seven days. ATA provides proposed revised rule language, allowing 48 
hours notice. Several commenters state the NPRM does not provide any 
rationale for the change in approach from the current language in 
Sec. Sec.  142.29 and 142.73, which provides for inspection of 
facilities, equipment, and records ``at a reasonable time.'' ATA and 
United state that if the FAA needs authority to conduct ``emergency'' 
no-notice inspections, it should add a paragraph containing guidelines 
for when such emergency inspection might be required.
    FAA Response: The FAA has revised the rule language to require that 
sponsors allow the NSPM upon request to inspect the FSTD ``as soon as 
practicable.'' In addition, the FAA has clarified in the Information 
section of the QPS that the phrase ``as soon as practicable'' means 
without unnecessarily disrupting or delaying beyond a reasonable time 
the training, evaluation, or experience being conducted in the FSTD. 
These revisions should address the commenters'

[[Page 63408]]

concerns. The FAA did not intend for proposed Sec.  60.9 to imply that 
the FAA would have the right to conduct ``emergency'' no-notice 
inspections.
Comments Regarding Foreign Devices
    FedEx and ATA state that paragraph Sec.  60.9(a) should be 
applicable to FSDs that are directly under the sponsor's control, and 
not applicable to those FSDs where the sponsor is not the operator of 
the FSD.
    FAA Response: The FAA appreciates those situations where a sponsor 
is sponsoring an FSTD owned and operated by a foreign airline or 
foreign training center located outside of the United States. It is not 
the FAA's intent to conduct inspections on these FSTDs outside of those 
times when such an FSTD is being used by the sponsor or another U.S. 
certificate holder.
Collecting Comments on the FSD
    Several commenters state that the proposed requirements in Sec.  
60.9(b)(1) and (2) to collect and take action on comments on the FSD 
and its operation would duplicate the maintenance and discrepancy log 
requirements elsewhere in part 60 and should be removed. Commenters 
fear that this paragraph would create the potential for irrelevant, 
non-factual, personal or pejorative comments, which would be difficult 
to examine, classify, and take action on, resulting in unnecessary 
expenditure of time and resources. Commenters particularly state that 
flight crewmembers might offer comments that reflect the trainee's 
difficulty and not the performance of the simulator. Such comments 
should be provided to the instructor or evaluator and not be a 
requirement under this section.
    FAA Response: The FAA adopted revisions to the comment collection 
provisions in this section. The intent of this requirement is to 
provide a mechanism for comments to be provided and for the sponsor to 
be able to review those comments and take whatever action it deems 
appropriate. The FAA did not specify the method used to collect this 
information. However, a maintenance log or an addendum to a maintenance 
log would suffice to meet this requirement. It was the FAA's intent not 
only to allow, but to encourage comments. If a sponsor determines that 
a particular comment is motivated by the trainee's difficulty and not 
the performance of the FSTD, then the sponsor should indicate that 
fact. Providing a source for comments such as these is logical and has 
merit.
Liaison with Aircraft Manufacturer
    DHL and FSI state that the proposed requirement in Sec.  60.9(b)(3) 
to maintain a liaison with the aircraft manufacturer would be difficult 
when the manufacturer is out of business or when the aircraft is no 
longer being manufactured. FSI points out that the manufacturers would 
also incur a cost from this requirement and would probably prefer to 
maintain a liaison only with the FSD manufacturer, and not with every 
sponsor for a particular FSD. ATA states that the relationship the air 
carriers and their training departments maintain with the manufacturers 
should be sufficient and for independent training centers, there should 
be more specific direction on what constitutes liaison.
    FAA Response: The FAA has revised this section of the rule by 
eliminating the language that was referenced in these comments. 
However, the FAA has included the following language in the applicable 
QPS appendices, in the QPS Requirements section addressing Sec.  60.13: 
The FSTD ``sponsor must maintain a liaison with the manufacturer of the 
aircraft being simulated (or with the holder of the aircraft type 
certificate for the aircraft being simulated if the manufacturer is no 
longer in business), and/or, if appropriate, with the person having 
supplied the aircraft data package for the'' FSTD ``in order to 
facilitate the notification described in this paragraph.''
Posting of Statement of Qualification
    ATA, FedEx, and United request that the FAA allow for electronic 
posting of the document.
    FAA Response: The FAA has determined that electronic posting would 
be helpful to the sponsor and the user. Therefore, we have modified 
Sec.  60.9 to allow for the electronic posting of the Statement of 
Qualification. In addition, as a result of other changes to this 
section we have moved the requirements in proposed Sec.  60.9(b)(4) to 
Sec.  60.9(b)(2).

Comments Regarding FSD use (Sec.  60.11)

    Delta Air Lines (Delta) suggests that Sec.  60.11(a) be reworded to 
make the sponsor's responsibility limited to not knowingly allowing the 
FSD to be misused. Delta states that a sponsor cannot ensure that, for 
example, a rental crew is not using an FSD for training for a system 
for which the FSD is not approved. Delta also suggests that the 
preamble statement providing that other persons or certificate holders 
may arrange to use a sponsor's FSD without an additional qualification 
process be added to Sec.  60.11(a).
    FAA Response: The requirements of this section of the rule do not 
require that a sponsor keep a lessee from improperly using the FSTD. 
Rather, this section is to require that the sponsor will not use the 
FSTD or allow the FSTD to be used unless it: 1) Is properly sponsored 
(paragraph (a)); 2) is qualified as described in the Statement of 
Qualification (paragraph (b)); 3) remains qualified (paragraph (c)); 4) 
is used with the original or properly modified programming (paragraph 
(d)); and 5) is used in accordance with missing, malfunctioning, and 
inoperative component requirements of Sec.  60.25 (paragraph (e)). The 
standard briefing provided to those who ``dry lease'' an FSTD is 
sufficient to address the concerns raised here.
Confusion About ``Type, Make, Model, and Series''
    FSI states that the language of paragraph (b) is a significant 
departure from current Sec.  142.59(a)(1), because that section does 
not require that an FSD represent a specific ``configuration'' or even 
``variant within type.'' FSI states, ``The intermingling of type, make, 
model, and series, and ``configuration'' is confusing, contradictory, 
and not consistent with the FAA's own aircraft nomenclature system. It 
would preclude using a simulator representing a type of aircraft, for 
training or testing for another of a common type rating, and then using 
the FAA's own differences training scheme to address differences.'' FSI 
states that FAA has not justified the change in the proposed section 
and has not evaluated the cost of the impact. FSB makes a similar 
comment, stating that, ``Many aircraft have multiple configurations, 
which could potentially create the need for multiple Statements of 
Qualification.''
    FAA Response: The FAA has removed the terms ``make, model, and 
series of aircraft or set of aircraft'' from the rule language in 
paragraph (b). In the final rule, we only reference the Statement of 
Qualification. However, the use of these terms is not a departure from 
the current requirement in Sec.  142.59(a)(1) where the requirement is 
that approval for use of an FSTD be based on ``each maneuver and 
procedure for the make, model, and series of aircraft, set of aircraft, 
or aircraft type simulated, as applicable.'' These requirements are 
completely compatible and not interdependent. There is nothing in any 
part 60 requirement, including the particular section referenced, that 
would preclude the use of an FSTD representing a type of aircraft for 
training or testing for a

[[Page 63409]]

common type rating, and then using an FAA-approved differences training 
program to address any differences that may exist. The FAA reiterates 
that the requirement is for the qualification of the FSTD. While it is 
certainly true that many aircraft types have many different 
configurations, it is also true that each FSTD will reflect a single 
aircraft type (make, model, and series) and reflect one configuration. 
There are provisions for ``convertible'' FSTDs and each configuration 
to which the FSTD is convertible will be annotated on the configuration 
list as part of the Statement of Qualification. Indeed, some 
convertible FSTDs are so different they warrant a separate FAA 
Identification number and a different series of evaluations. The 
requirement here is that each FSTD meet the requirements stated in part 
60, including the applicable QPS appendix, to be qualified. How that 
FSTD is authorized for use has, and will continue to, come under the 
jurisdiction of the TPAA.
Required Features
    Regarding paragraph (b)(2), Delta states that an FSD should not be 
required to have all features--just those for which training credits 
are desired. Delta suggests that paragraph (b)(2) be changed to ``For 
all tasks and configurations approved in the sponsor's or user's FAA 
approved Flight Training Program.''
    FAA Response: The FAA has removed paragraph (b)(2). There is no 
requirement that any FSTD be configured to match all possible 
configurations of a single aircraft type nor that it be able to be used 
for training, testing or checking for all the tasks that the simulated 
airplane type may be able to accomplish.
Changes in Software
    ATA objects to proposed Sec.  60.11(d), stating that,

It will be impossible for the FSD to operate with the ``same 
software and active programming'' that was evaluated by the NSPM. 
After the initial eval and each recurrent eval, the operator 
continues to make software changes to improve the utility of the 
training device (adding malfunctions and features), to fix faults, 
to improve reliability and maintainability, and to keep the 
simulator current with the aircraft. Other sections in this Part 60 
deal with how changes are to be evaluated and monitored by the NSPM. 
These are sufficient and do not need to be duplicated in this clause 
* * *. As worded, this paragraph implies that the FSD software and 
active programming must remain static between NSPM evaluations. One 
could also infer that the NSPM must evaluate every combination of 
engine and avionic software variation available in the FSD prior to 
that software being used for training * * *. This clause should be 
deleted.

    United, FedEx, Delta, FSI, Fidelity, and CAE make similar comments. 
FSI states that changes might be the result of the requirements in 
Sec.  60.19(c) or Sec.  60.23 and that most modern simulators require 
the modification of software parameters to control the simulator 
mechanics. CAE states that the clause potentially removes the 
capability of allowing different users to emphasize specific aspects of 
the training, for example the sponsor may have introduced one effect 
that is unacceptable to another user who requires a different 
implementation of cues. United, FSI, and CAE provide suggested language 
to modify paragraph (d).
    FSI questions the meaning of the terms ``active programming'' and 
``regular flight crewmember'' in the preamble discussion of Sec.  
60.11(d).
    FAA Response: The reference to ``regular flight crewmember 
training'' was used in the original part 60 preamble language to refer 
to the normally conducted, or routine training of flight crewmembers. 
However, the FAA has modified this section of the rule language such 
that the FSTD would have to be operated ``with the software and 
hardware that was evaluated as satisfactory by the NSPM and, if 
modified, modified only in accordance with the provisions of this 
part'' (Sec.  60.11(d)). This change addresses the concerns raised by 
commenters.

Comments Regarding FSTD Objective Data Requirements (Sec.  60.13)

    ATA comments that the requirement in proposed Sec.  60.13(a) for 
aircraft manufacturers' flight test data and all data developed after 
the type certificate was issued is too broad, impractical, and likely 
impossible to satisfy. ATA comments that the sponsor has no control 
over the data product and states, ``The aircraft manufacturer does not 
provide `all data' as part of a data package; rather, they only provide 
certain cases and sets of data. The flight test data package can 
consist of numerous volumes (particularly for older airplanes), only a 
portion of which are included in the Qualification Test Guide (QTG). 
The data the sponsor does have is available for review during the 
initial evaluation if a case is questionable; however, the logistics of 
submitting the entire flight test package to the NSPM are 
prohibitive.'' ATA suggests the data referred to in this section should 
be limited to those data that are sufficient to validate the 
performance, handling qualities, or other characteristics of the 
aircraft, including data related to any relevant changes occurring 
after type certification. Further, according to ATA, other than 
paragraph (b), the sponsor should have no role in this section. It must 
be the responsibility of the aircraft manufacturer or other data 
provider to supply the appropriate validation data for use by the 
sponsor in the QTG. Finally, ATA concludes, as a minimum, the NSPM 
should pre-approve the airplane manufacturer's or data provider's 
validation data roadmap (see the ICAO document, Manual of Criteria for 
the Qualification of Flight Simulators, 2nd edition, Attachment D) 
prior to allowing the data to be used for validation of a FSD.
    NLX, Delta, American, and CAE make similar comments. ATA believes 
the burden of responsibility for providing these data should be upon 
the aircraft manufacturer or data provider, for use by the sponsor/
operator in the QTG or as additional reference data. (ATA provides 
suggested new rule text for the entire section.)
    FAA Response: The FAA, revised the language of this section to say 
the following: ``The data made available to the NSPM (the validation 
data package) must include the aircraft manufacturer's flight test data 
and all relevant data developed after the type certificate was issued 
(e.g., data developed in response to an airworthiness directive) if 
such data results from a change in performance, handling qualities, 
functions, or other characteristics of the aircraft that must be 
considered for flight crewmember training, evaluation, or for meeting 
experience requirements of this chapter.''
    The FAA understands the position described by NLX, Delta, American, 
and CAE regarding the burden of responsibility for providing aircraft 
data; however, at this juncture, the scope of this rule does not permit 
the FAA to levy simulation data requirements on those not falling under 
the regulatory jurisdiction of part 60 (such as aircraft 
manufacturers). As a result, the organizations that do fall directly 
under the provisions of part 60 are the sponsors--and it makes sense to 
levy these requirements on them. The FAA acknowledges that close 
coordination must exist between the sponsor and the data provider 
(aircraft manufacturer, simulator manufacturer, or other data supplier) 
to ensure that the set of data ultimately made available for FSTD 
evaluation will meet the part 60 requirements as indicated. However, 
the FAA may task the ARC to consider alternative approaches to this 
issue and

[[Page 63410]]

make recommendations. The FAA may consider these recommendations for 
inclusion a future NPRM.
Validation Data
    TWA states that the rule should require that a manufacturer receive 
NSPM approval for the aerodynamic, engine and proof of match data on 
all new aircraft types. This would provide for commonality between the 
performances of various simulators and reduce the time required by 
National Simulator Program engineers to review the data because for 
each new type of aircraft they would need to review only one data 
package. TWA says that the sponsors of new type aircraft would then 
know they are working with approved data and could proceed accordingly.
    United comments that this proposal continues to place the sponsor 
between the FAA and the FSD data provider, thereby codifying the FAA's 
ability to withhold FSD qualification because of poor data from the 
data provider.
    CAE believes this paragraph is geared to commercial operators and 
not to business jet airplane manufacturers. CAE recommends revising the 
text of Sec.  60.13(a) to read: ``Except as noted in paragraphs (b) and 
(c) of this section, for the purposes of validating FSD performance 
during evaluation for qualification, the sponsor must submit to the 
NSPM the flight test data used to define the performance standards of 
the FSD.''
    FAA Response: The FAA adopted revisions to the ``exception'' phrase 
to clarify that the wording in this section is geared to sponsors and 
not to commercial operators, airplane manufacturers or individual 
persons receiving training in a FSTD. The FAA recognizes that the new 
rule places the sponsor between the FAA and the FSTD data provider, 
thereby codifying the FAA's ability to withhold qualification of the 
device if the data provided is inadequate. The FAA notes, however, that 
it has no authority to compel information from a data provider, which 
in most cases is proprietary information used, produced, and marketed 
under exclusive legal right of the airplane manufacturer or other data 
provider. The FAA expects that sponsors will be able to obtain 
necessary data through the dictates of the marketplace, similar to the 
current practices for the acquisition of other types of proprietary 
information such as the technical requirements for a Supplemental Type 
Certificate. Sponsors and data suppliers have a mutual interest in 
ensuring that the FAA has the data it needs to qualify a FSTD, and the 
agency encourages both parties to work together to achieve that end.
Data Related to Modifications
    FSB comments that once a FSD is qualified under initial 
certification test data, only the additional data related to 
modifications need be submitted to NSPM. FSB believes this data must 
fully support the proposed modification and must include appropriate 
manufacturers' flight test data that relates to performance, handling 
qualities, functions and aircraft characteristics required for flight 
crewmember training, evaluation, or experience requirements.
    FAA Response: The FAA has modified Sec.  60.13(a) to include 
language indicating that ``all relevant data developed after the type 
certificate was issued'' will be required. An example of such data is 
data developed in response to an airworthiness directive.
Previously Approved Data
    Thales Training and Simulation comments that the requirement for 
prior submission of data to the NSPM for approval does not allow the 
use of data previously approved by the NSPM by way of the Validation 
Data Roadmap.
    FAA Response: The term ``Validation Data Roadmap'' is used in the 
Information Section of the QPS to describe the document that contains 
the plan for acquiring the validation data and the data sources. The 
Information Sections are advisory and provide general guidance to the 
user. The Validation Data Roadmap will assist the user in meeting the 
regulatory requirements.
Use of Flight Test Data
    FSI comments that instead of using aircraft certification data, 
aircraft manufacturers should work with simulator manufacturers to 
produce flight test data specifically for the development of accurate 
simulation and math models. FSI believes aircraft certification data 
are generally incomplete for modeling purposes, that aircraft 
certification and simulator development have different and specific 
data requirements, and data developed for one purpose should not be 
considered acceptable for the other.
    Regarding proposed Sec.  60.13(e), ATA comments that this 
paragraph, as written, could be used to place the sponsor in a position 
to require the aircraft manufacturer to provide additional flight test 
data. This has been the case in the recent past and has resulted in 
sponsors continuing to carry data discrepancies that are years old. ATA 
believes that, if the NSPM requires additional flight testing, that 
should be strictly between the NSPM and the data provider. In addition, 
this paragraph could subject the sponsor to large costs to obtain data 
as required by the NSPM. This requirement seems inappropriate and too 
broad, according to ATA. American and CAE make similar comments and 
request that the FAA provide additional guidance on when additional 
flight test data might be required.
    FAA Response: While the data acquisition processes specifically 
designed for simulation modeling and subsequent validation would be 
highly desirable, the FAA acknowledges that the existing practices were 
developed to minimize the cost of flight testing and to take maximum 
advantage of the flight testing already required as a function of 
aircraft certification. Additionally, while flight testing limited 
strictly to simulation purposes has never been discouraged, the FAA 
recognizes that a shift in requirements as suggested here might have an 
unwanted and perhaps unnecessary impact on the cost versus quality of 
the data as presently acquired and accepted for simulation purposes.
    The FAA is interested in having each FSTD mimic as closely as 
possible the performance and handling of the simulated aircraft. As 
such, when new generation aircraft are designed, built, and placed into 
service, it is possible that the existing set of data requirements or 
the methods used to acquire those data may be found to be inadequate in 
some way. ATA is correct that certain situations have resulted in some 
sponsors carrying data discrepancies for much longer than the FAA would 
desire. The NSPM, the aircraft manufacturer, and other interested 
parties (e.g., foreign regulatory authorities with the same or similar 
concerns, and other sponsors) continue to research the best and most 
acceptable way of addressing the shortcomings. As solutions to these 
data discrepancies are developed, the FAA may make appropriate changes 
to the QPS appendices. These changes would be subject to notice and 
comment.
Use of Flight Operations Quality Assurance (FOQA) Data
    In regard to proposed Sec.  60.13(b), ATA comments that some 
sponsors have on rare occasion used de-identified flight recorder data 
available from the aircraft onboard FOQA data recorder. These data, 
usually an averaging of many flights within certain specified 
parameters, have been used to verify the handling qualities and 
performance of the FSTD simulation where there is not a good match 
between the simulation

[[Page 63411]]

and the manufacturer-supplied objective data in the MQTG. ATA states 
that this paragraph, as written, makes no allowances for such data, 
limiting data types to engineering or flight test data.
    FAA Response: The FAA recognizes this limited but potentially 
important source of simulation data. We have made an appropriate 
adjustment in the alternative data source allowances by adding language 
that addresses on-board FOQA recorder data into QPS Appendix A, 
``Qualification Performance Standards for Airplane Full Flight 
Simulators.''
Engineering Simulation Data
    Boeing suggests adding ``engineering simulation data'' to proposed 
Sec.  60.13(c) because it believes engineering data are an important 
source of alternative data. Also, Boeing states that engineering 
simulation data are not necessarily ``predicted'' data if they are 
produced by a well-validated engineering simulation, and should not be 
grouped under the heading ``predicted data.''
    FAA Response: The FAA recognizes that engineering simulation data 
is a valid source of data. Therefore, the FAA revised the rule language 
to allow for the appropriate use of this type of data.
Form and Manner of Providing Data
    ATA states that the form and manner that is acceptable to the NSPM 
under proposed Sec.  60.13(d) should be defined. ATA states that the 
sponsor has no direct control over the form and manner of data provided 
and that the requirement should be placed on the aircraft manufacturer 
or the STC holder.
    FAA Response: The ``form and manner'' acceptable to the NSPM is 
described in detail in the applicable QPS appendix and resolves the 
issues raised by the commenter. For example, the QPS appendix states 
that the information must be in a manner that is clearly readable and 
annotated correctly and completely with resolution sufficient to 
determine compliance with the applicable tolerances.
Notification Process
    ATA states that if each sponsor follows the requirement in proposed 
Sec.  60.13(f), the NSPM will receive many notifications from all the 
various sponsors whenever a common change occurs, such as flight data, 
avionics data, 28-day navigational ``Jepp'' data updates, visual system 
database updates. American makes a similar comment. ATA believes this 
paragraph should clearly identify the scope of data covered by this 
notification process. Delta suggests limiting the requirement to data 
``relevant to flight or ground dynamics, performance or handling 
characteristics or additional aircraft appliances.'' Boeing believes it 
should be the responsibility of the aircraft manufacturer or data 
provider to provide the notification, to avoid redundant notifications 
from multiple sponsors. However, FSI states that the aircraft 
manufacturer is not required to provide such data to the sponsors and 
in many cases would not even know who the sponsor or sponsors operating 
FSDs representing its aircraft are. Therefore FSI thinks this provision 
is unenforceable.
    Delta and FSI object to the requirement for ``immediate'' 
notification. Delta suggests allowing at least 30 days to provide the 
sponsor time to determine if the change will affect the FSTD in the 
context of Sec.  60.13(a).
    FAA Response: The commenters raise two main issues with respect to 
notifying the FAA of new data. The first issue is that the commenters 
were worried that we were requiring a notification every time they 
receive any kind of new data. The second issue is that the commenters 
were concerned that they would need to make a determination about how 
the data affected the FSTD before submitting the notification. This 
second issue was a concern for the commenters because of the proposed 
requirement that the notification to the FAA be ``immediate.'' They 
were concerned that they could not provide ``immediate'' notice to the 
FAA regarding how the data would impact the use of the simulators in 
their training programs.
    In response to the first issue, the FAA has revised paragraph (f) 
to clarify the type of data we are requesting. The data providers need 
only provide notice for data related to the handling and performance of 
the FSTD. The FAA has also added language to the applicable QPS 
appendices to help clarify the type of data we are requesting. The 
language states ``[t]he data referred to in this sub-section are those 
data that are used to validate the performance, handling qualities, or 
other characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued.''
    With respect to the second issue, the FAA has also clarified that 
we are not asking data providers to make a determination about the 
effect of the new data before sending the notice to the FAA. The final 
rule only requires that the sponsors give the FAA notice that new data 
exists that ``may relate to FSTD performance or handling 
characteristics.'' The applicable QPS appendices provide more 
information about the type of dialogue the sponsors should have with 
the NSPM regarding the determinations to be made about the effect of 
the new data on FSTDs. In addition the FAA has removed the word 
``immediately'' from paragraph (f) and provided the timeframe in the 
applicable QPS appendices. Instead of ``immediately'' the FAA is 
requiring that the sponsor notify the FAA within 10 working days of 
receiving notice of the new data.

Comments Regarding Special Equipment and Personnel Requirements for 
Qualification of the FSTD (Sec.  60.14)

    Flight Safety Boeing (FSB) states that this section places a burden 
on the sponsor that really should be a burden on the entity that owns 
and maintains the FSD.
    FAA Response: A sponsor may contract with another person for 
services such as maintenance and scheduling. However, the sponsor still 
retains the responsibility of ensuring that all of the actions are 
completed as required. This responsibility extends to initial and 
recurrent evaluation of the FSTD, including any special equipment and/
or personnel.
24 Hour Notice Requirement
    Commenters are concerned about the amount of notice before a 
sponsor must make special equipment and personnel available under Sec.  
60.14, stating that the 24 hours notice mentioned in the NPRM preamble 
and in the QPS is impractical. ATA and Fidelity recommend at least 7 
days notice, while FSI recommends at least 10 calendar days notice to 
prepare special test equipment, such as sound, motion, or control 
measurement equipment and make operating personnel available. NBAA, 
CAE, and an individual make similar comments.
    FAA Response: The FAA recognizes it takes time for a sponsor to 
arrange for special equipment and personnel to be made available to the 
FAA. Therefore, the FAA has modified the language in the applicable QPS 
appendices to state that ``the NSPM will make every attempt to notify 
the sponsor at least one (1) week, but in no case less than 72 hours, 
in advance of the evaluation.''
Specifically Trained Persons
    FSI questions whether the requirement for specifically trained 
persons is not required for recurring evaluations and recommends that 
the FAA state if there is a requirement for a person current and 
qualified in the type of aircraft simulated to be present and a part of 
the subjective testing and declarations for recurrent evaluations.

[[Page 63412]]

    FAA Response: The FAA has removed the word ``specifically'' in 
reference to qualified personnel. Qualified personnel are those persons 
qualified to install or use any special equipment when its use is 
required. The major focus of this section is on equipment not 
necessarily used on a regular basis for recurring evaluations of the 
FSTD. Language in the Information section in the applicable QPS 
appendices for this section includes examples of special equipment 
(e.g., spot photometers, flight control measurement devices, sound 
analyzer).
Special Evaluation
    NBAA asks what would constitute a special evaluation.
    FAA Response: A special evaluation is an evaluation other than a 
regularly scheduled initial or continuing (recurrent) evaluation or an 
evaluation that is considered to be a regular no-notice (or limited 
notice) evaluation. Special evaluations are conducted where it is 
determined that a question exists regarding an FSTD's qualification and 
the answer is not immediately available through any means other than an 
on-site evaluation. The depth and duration of a special evaluation will 
depend on the question that exists and the detail that must be acquired 
to adequately address that question. This term is described in the 
Sec.  60.14 discussion in appendices A, B, C, and D, and is defined in 
appendix F.

Comments Regarding Initial Qualification Requirements (Sec.  60.15)

    RAA, FSB, and United disagree with the proposal in Sec.  60.15(a) 
that a request for initial FSD evaluation be submitted first to the 
TPAA. These commenters believe TPAA inspectors do not have the 
expertise to review a QTG and that the application should be made 
directly to the NSPM, with a copy sent to the TPAA. United suggests 
that the TPAA be asked to send a concurring letter to the NSPM.
    FAA Response: The FAA revised this section to require the sponsor 
to send the request directly to the NSPM and simultaneously request the 
TPAA to forward a concurring letter to the NSPM. This clarifies the 
process for initial qualification of the FSTD.
Request for Initial Qualification
    ATA comments that the requirements of proposed Sec.  60.15(b) are 
unnecessarily burdensome. For example, ATA states that paragraph (b)(2) 
requires a description of a procedure that should have already been 
accepted under the QAP. Delta and CAE make similar comments. ATA 
suggests limiting the requirement to the ``statement'' outlined in 
paragraph (b)(1).
    NLX states that paragraph (b) does not appear to allow for a 
sponsor to request an initial evaluation until the FSD or FTD is 
completely tested, all items functional and all tests passing. NLX 
states that with the lengthy time required to get an initial evaluation 
scheduled, it is not practical to get an FSD or FTD completely finished 
and then wait for the evaluation. Within reason, the FAA must allow for 
some items to not be completed when the request for an initial 
evaluation is submitted with the understanding that they will be before 
the evaluation starts, according to NLX. Similarly, CAE requests 
clarification of the timeline for the activities in paragraph (b) and 
references the ``Sample Request for Initial Evaluation Date'' letter in 
the appendix.
    In regard to proposed Sec.  60.15(b)(2), FSI states that the 
maintenance required by proposed Sec.  60.19(c) may also require 
changes to the configuration of the software or hardware present during 
the evaluation, in addition to modifications performed under proposed 
Sec.  60.23.
    FAA Response: The FAA has revised paragraph (b)(2) to delete the 
requirement concerning procedures. Instead, the FAA is requiring a 
statement from the Management Representative (MR) that is focused on 
the operation of the FSTD (performance and handling qualities) assessed 
by a pilot meeting the requirements of part 60. The QMS must contain 
the procedure that the MR will use to generate this statement.
    In response to the points raised regarding timing of the testing 
and of the statement being sent, the FAA has slightly modified the 
proposed language and has added language in the applicable QPS 
appendices. This additional language provides that the statement may 
contain a confirmation that the sponsor will forward to the NSPM 
(either by traditional or electronic means) the complete statement 
described in Sec.  60.15(b) in such time as to be received no later 
than 5 business days prior to the scheduled evaluation. The language 
also describes what must be communicated when or if required 
maintenance results in modification to hardware or software that was 
present and functioning at the time of the initial evaluation.
Pilot Statement
    FSI states that pilots, particularly those of dry lease customers, 
may be reluctant to sign the statement required by proposed Sec.  
60.15(b)(3) because of perceived potential liability. FSI suggests that 
this provision be made advisory and moved to the QPS or that an 
appropriately qualified FAA official should sign such statements. 
Similarly, ATA comments that the terms used in paragraphs (b)(3)(i)-
(iii) (``function equivalently,'' ``are equivalent to,'' and ``conforms 
to'') require pilots to make assertions in writing that they cannot 
realistically support. ATA states, ``This is particularly true in the 
case where pilots are required to make these assertions for aircraft 
types not yet issued a type certificate, a situation addressed in 
paragraph (d). Also, there are many operations tasks that pilots have 
never experienced in the aircraft, like a takeoff with an engine 
malfunction or a windshear encounter during approach.'' ATA suggests 
using the phrase ``adequately represents'' instead of a form of 
``equivalent'' or ``conforms.'' ATA provides suggested rule text and 
sample Letter of Request text, using the suggested terms. Delta makes a 
similar comment.
    FSB states that, regarding proposed Sec.  60.15(b)(3), it needs to 
have the flexibility to have both a primary designated evaluation pilot 
and an alternate, either of whom are certified by the FAA to conduct 
the evaluation. FSB recommends changing Sec.  60.15(b)(3) to permit any 
designated pilot to perform the subjective tests and sign the statement 
that the listed requirements have been met.
    FAA Response: In the final rule, the FAA requires that an 
appropriately qualified pilot must make the comparisons as described. 
The FAA also adopted revisions to this section to require the 
appropriately qualified pilot to comment on the performance and 
handling qualities of the FSTD with respect to the aircraft (or set of 
aircraft) simulated but only within the normal operating envelope of 
the aircraft. The pilot making this determination must have flown all 
of the operational tasks listed in the Table of Functions and 
Subjective Tests set out in the FSTD subjective tests attachment to the 
applicable QPS appendix relevant to the qualification level of the 
FSTD. Additionally, the FAA has modified the requirement to note if any 
exceptions are necessary.
    The FAA is not prescribing the individuals who must perform the 
required subjective testing, other than to require that the pilot be 
appropriately qualified and that he/she has actually flown the subject 
aircraft within the previous 12 month period. It would be a safety 
concern to have a pilot attest to the correct performance and handling 
of the subject FSTD if that pilot is not familiar with the performance 
and

[[Page 63413]]

handling qualities of the aircraft being simulated.
Tasks Not Tested
    ATA comments that the requirements outlined in Sec.  60.15(b)(4) 
would prevent an operator from requesting an initial evaluation until 
all of the referenced tasks, systems, and tests are complete and 
functional. This would result in project schedules being extended by 
several months, adding a significant financial burden to every 
certification project. ATA requests the operator be permitted to list 
under this paragraph any item that, for whatever reason, cannot be 
tested at the time of the submittal.
    Also, ATA and United cite numerous specific problems with this 
paragraph and state that the concept of requiring such a list is 
fraught with problems, such as mixing tasks with systems and maneuvers. 
ATA recommends that the requirement for the table of Qualified/Non-
qualified tasks be deleted.
    FAA Response: The FAA has revised and reorganized Sec.  60.15 to 
accommodate the large portion of the recommendations originally made by 
commenters. As rewritten, the sponsor makes the request for initial 
evaluation after an appropriately qualified pilot has flown all of the 
Operations Tasks listed in the applicable QPS appendix relevant to the 
qualification level of the FSTD. If the sponsor does not subjectively 
test a task, it must note that in its request for initial evaluation. 
The FAA also revised this section to separate operational piloting 
tasks from systems and cockpit configuration determinations and to 
allow for pilots and for persons other than pilots to make these 
determinations.
Qualification Test Guide
    TechniFlite comments that the NSPM should provide specific guidance 
on the outline and format of the QTG required by proposed Sec.  
60.15(b)(5), stating that the acceptance of the QTG often appears to be 
subjective and the sponsor is not provided a clear understanding of 
what is required for compliance. TechniFlite further suggests that the 
NSPM should be required to respond to the submission of a QTG within 30 
days and be required to complete the qualification process within 90 
days.
    In regard to proposed Sec.  60.15(b)(5)(iv), ATA comments that this 
list will define the equipment that must be kept calibrated in 
accordance with appendix A. According to ATA, most new FSDs have 
internal test equipment built into them; this internal test equipment 
would have to be removed to be calibrated in the traditional sense. ATA 
recommends allowing the sponsor to develop repeatability tests with 
tolerances as part of a quality system. Also ATA recommends changing 
``description'' of the equipment to ``list'' of the equipment.
    FAA Response: The FAA removed the QTG language that was in proposed 
Sec.  60.15(b)(5) and placed specific guidance regarding the format and 
content of the QTG in the applicable QPS appendix. Regarding the NSPM 
response time for scheduling a QTG evaluation, the FAA notes that 
typically, the NSPM responds to a scheduling request within days and 
very rarely exceeds a week. Thus, under current practice, the NSPM 
response time is well under the 30 days recommended by the commenter. 
The FAA intends to continue this timely response. The commenter also 
suggested that the NSPM be required to complete the QTG evaluation 
within 90 days. The current practice consists of the sponsor being able 
to request an evaluation up to 180 days in advance and provide an 
``essentially complete'' QTG not later than 45 days prior to that 
proposed evaluation date. The submission of the QTG at this point 
allows the QTG to be assembled with data and tests that more likely 
reflect the device's final form and provides adequate time for the NSPM 
to review the document for compliance with the appropriate standards 
and advise the sponsor if questions arise regarding either the quality 
or quantity of data or the justifications used for comparisons. This 
timing allows the sponsor to make necessary corrections, re-run tests, 
provide additional data, and then provide a response with sufficient 
time for the NSPM to evaluate this additional information for clarity 
and completeness. This 180-day process provides the best timing and 
allocation of resources for the sponsor and the FAA personnel. Various 
processes have been tested over the past 20 years, and the 180 day 
timeframe has yielded the best results.
New or Changed Standards
    In response to proposed Sec.  60.15(c)(1), CAE and ATA question 
what the effect of new standards would be on FSTDs that have been 
ordered, but not yet delivered to the sponsor. They suggest that the 
NSPM be required to notify all sponsors when a change to an existing 
standard or a new standard is published. The sponsor should then be 
given more time, e.g., 60 or 90 days, to determine whether the FSTD 
should comply with the new standards or the standards that were in 
effect when the FSTD was ordered.
    FAA Response: If the FAA changes the standards for initial 
qualification, a sponsor may request that the NSPM apply the standards 
that were in effect when the FSTD was ordered for delivery or apply the 
changed standards. The FAA recognizes that the sponsor needs time to 
evaluate the changes to determine the standards under which the device 
should be evaluated. Therefore, the FAA has revised the rule language 
to give the sponsor 90 days to notify the NSPM which standards to 
apply.
    In the NPRM, proposed Sec.  60.15(c)(1)(iii) included the phrase 
``unless circumstances beyond the control of the sponsor prevent the 
evaluation from occurring within that time.'' In the final rule, the 
FAA has removed this phrase. The intent of the language was to prevent 
the sponsor from being penalized for extraordinary circumstances that 
were beyond its control such as a labor dispute, natural disasters, or 
NSPM scheduling conflicts. The FAA has determined that it is more 
appropriate to resolve these extraordinary cases through the exemption 
process rather than to include a blanket authorization in the 
regulation.
Evaluation Pilots
    Several commenters have questions and concerns about the evaluation 
pilot requirements in proposed Sec.  60.15(d).
    ALPA is concerned about the provision in proposed Sec.  60.15(d) 
that allows the testing pilot to be an employee of the sponsor, but 
does not require that the pilot be a line pilot.
    CAE does not understand the process and criteria for obtaining 
approval from the TPAA. Further, CAE believes the other requirements 
adequately cover the qualification requirements for the evaluation 
pilot. CAE recommends removing this requirement.
    ATA and United believe the requirement is too restrictive because 
it would be expensive to maintain line pilots with current 
qualifications on staff. United says that its experience has shown that 
a non-qualified pilot with a background in flight test is significantly 
more effective than a qualified pilot with no such background. Delta 
states the proposal would make it difficult to use retired or contract 
personnel for simulator requirements testing. American makes a similar 
comment. Also ATA and United object to what amounts to the TPAA's veto 
power over selection of a simulator test pilot.
    United believes that the only legitimate requirement for a pilot 
who is current in the airplane is to evaluate the subjective 
performance and handling

[[Page 63414]]

qualities tests. United states that requiring that this pilot sign an 
overarching statement attesting to the accuracy of other than the 
subjective tests would be problematic, given the threat to his license 
contained in Sec.  60.33(b)(2), and prohibitively expensive. United 
comments that elsewhere in this part, the NSPM requires the sponsor 
designate an MR to be the primary point of contact with the NSPM. 
United suggests that the MR should be required to sign this statement.
    FAA Response: The FAA removed the requirement that the pilot be 
approved by the TPAA. Thus, the concern raised by ATA and United is now 
moot. The FAA did not adopt ALPA's suggestion to have a line-qualified 
pilot provide the information required by this section. The FAA 
understands the concern raised by ALPA and others, but the reason for 
the pilot assistance is to ensure that the FSTD does, in fact, perform 
and handle as the simulated aircraft performs and handles. If the 
sponsor is able to supply an appropriately qualified pilot (whether or 
not that pilot flies ``the line'') who is able to make those 
determinations, the NSPM is satisfied that the FSTD will be adequately 
evaluated.
    The FAA has revised the rule language to require that the 
confirmation statement reflect the performance and handling qualities 
of the FSTD within the aircraft's (or set of aircraft) normal operating 
envelope. This determination will be made after the pilot has flown all 
of the operations tasks listed in the Table of Functions and Subjective 
Tests set out in the FSTD subjective tests attachment to the applicable 
QPS appendix relevant to the qualification level of the FSTD.
Statement of Qualification
    FSI objects to the requirement in proposed Sec.  60.15(g) that 
specific details for FSDs (make, model, series of aircraft, 
configuration, e.g., engine model or models, flight instruments, 
navigation or other systems) be identified on the Statement of 
Qualification. FSI states, ``these specific details for FSDs are 
unprecedented, not justified, and not even addressed in this proposal. 
The clear implication, if not actual statement, would make each 
qualification so specific that no other variation in type, or 
differences in cockpit configuration could be accommodated.'' FSI 
recommends that FAA continue to allow variants within type and cockpit 
configuration and specifically to allow the use of a differences 
training program.
    JAA asks why the Statement of Qualification in proposed Sec.  
60.15(g) contains the topics for which an FSTD is not qualified, 
instead of all topics for which the FSTD is qualified. Delta suggests 
deleting the requirement for ``all equipment and appliances'' in 
proposed Sec.  60.35 and instead use the Statement of Qualification to 
list the equipment and appliances that are not installed and therefore 
cannot be used for training. Delta also requests clarification as to 
whether the updated QTG needs to be completed prior to the issuance of 
the Statement of Qualification.
    FAA Response: The FAA has made changes to the language describing 
the content of the Statement of Qualification (SOQ). The FAA has 
concluded that listing the tasks for which the FSTD is qualified would 
likely be an extensive list and redundant from FSTD to FSTD. A shorter 
and more easily read and understood listing as part of each FSTD SOQ 
would include the tasks for which that specific FSTD is not qualified. 
Also, there is nothing in any part 60 requirement, including Sec.  
60.15(g) that precludes the use of an FSTD representing a type of 
aircraft for training or testing for a common type rating, and then 
using an FAA-approved differences training program to address any 
differences that may exist.
    The FAA reiterates that the requirement is for the qualification of 
the FSTD. While it is certainly true that many aircraft types have many 
different configurations, it is also true that each FSTD will reflect a 
single aircraft type (make, model, and series) and reflect one 
configuration. As previously explained, there are provisions for 
``convertible'' FSTDs and each configuration to which the FSTD is 
convertible, will be annotated on the configuration list as part of the 
SOQ. The TPAA will determine the authorized use of the FSTD.
    With respect to Delta's question whether the QTG needs to be 
updated prior to the issuance of the SOQ, the answer is no. The FAA 
recognizes that there will be times when the SOQ will be issued prior 
to the actual update of the QTG to the Master QTG. However, the FAA 
will not issue an SOQ until the NSPM completes all required testing and 
has found the test results to be acceptable.

Comments Regarding Additional Qualifications for a Currently Qualified 
FSD (Sec.  60.16)

Table of Qualified/Non-qualified Tasks
    United comments that this entire section seems to exist to only 
support the requirement for the sponsor to maintain the table of 
Qualified/Non-Qualified Tasks as required by proposed Sec.  
60.15(b)(4). United believes that, if the FAA were to return to the 
ICAO- and JAA-accepted practice of linking functions and subjective 
tests to the FSD qualification level, then this section should be used 
only by those sponsors wishing to remove a previously issued exemption 
from the requirements of the Table of Functions and Subjective Tests 
and should be clearly titled as such.
    FAA Response: The FAA has moved the contents of the original Sec.  
60.15(b)(4) to a new Sec.  60.15(g) and made minor clarifications. The 
FAA is familiar with the ICAO and JAA practice of linking the functions 
and subjective tests to the FSTD qualification level, but also notes 
that not all tasks may be classified as a function of the level of FSTD 
involved. For example, one Level D FSTD may be qualified for circling 
approaches, while another Level D FSTD may not be qualified for 
circling approaches. Therefore, simply stating that a particular FSTD 
is qualified at Level D, without listing specific tasks, does not 
indicate which tasks can be accomplished in that particular device.
Statement of Qualification
    ATA comments that paragraph (a) implies that any additional 
training, evaluation, or flight experience requirements not listed on 
the FSTD SOQ will require that an extensive amount of paperwork be 
submitted to the NSPM in order to generate a new SOQ even if this new 
training, evaluation, or flight experience requirement is valid within 
the initial qualification level of the FSTD and approved by the POI. 
ATA believes this could present a significant delay in implementing a 
new or updated training program.
    FAA Response: The SOQ is not intended to be and will not be a 
repository for training, evaluation, or flight experience requirements. 
The SOQ is merely a convenient place to provide FSTD users with 
information about whether or not the device is qualified to be used to 
accomplish certain tasks (e.g., windshear training, circling 
approaches). Should the sponsor wish to add ``circling approaches,'' 
for example, to the list of qualified tasks for a given FSTD, the 
amount of paperwork involved would

[[Page 63415]]

be a single letter and may be accomplished after a verbal request. The 
FAA would accomplish the evaluation as soon as practical after 
receiving the request. This would include a special visit to the FSTD 
if is necessary, as is done under current practice.
Grandfathering Provisions
    Delta suggests that the FAA add language to this section clearly 
stating that additional qualifications will continue to be qualified 
under grandfather provisions, and will not require meeting the new part 
60 requirements, as long as the original qualification was completed 
prior to issuance of part 60.
    FAA Response: Under the final rule, FSTDs qualified prior to the 
effective date of part 60 will continue to be qualified in accordance 
with the original MQTG that was issued at the time of qualification. 
The FAA did not revise Sec.  60.16 to add language stating that new 
tasks would be qualified under the grandfather provisions. If the 
sponsor wants the FSTD qualified for a new task, the NSPM will conduct 
the initial qualification of the new task in accordance with the part 
60 standards for that task. The part 60 standards for the new task will 
be incorporated into the existing MQTG. For example, a sponsor has a 
currently qualified FSTD and desires to have the FSTD qualified for 
windshear training. The sponsor will notify the NSPM of the 
modifications, additions, or software or hardware changes that will 
need to be added to the FSTD in order to have it qualified for 
windshear training. The NSPM will then assess the FSTD to determine if 
it meets the part 60 standards for windshear training. Once that 
determination is made, the MQTG will be updated to include the 
windshear training task. Nothing else in the MQTG will change from the 
original qualification basis. The FAA does point out that NSPM 
qualification of additional tasks does not constitute authorization for 
the sponsor, or any other user of the FSTD, to use the device for 
credit in any manner other than that approved by the appropriate TPAA.
Responsibility of NSPM vs. TPAA
    TechniFlite states that the issue of whether the FSTD faithfully 
replicates the actual aircraft should be the responsibility of the 
NSPM, while how the FSTD is used should be the responsibility of the 
training organization and the TPAA (POI or TCPM) as appropriate.
    FAA Response: The NSPM is not involved in the approval of a 
training program for a sponsor or any other user of an FSTD. Instead, 
the NSPM qualifies the device while the TPAA approves the use of the 
device in a particular training program. The qualification of a given 
FSTD may or may not include qualification for a specific task. For 
example, if the NSPM does not evaluate and qualify the FSTD for 
windshear training, a TPAA may not approve that FSTD for use in meeting 
windshear training tasks required by regulation.

Comments Regarding Previously Qualified FSDs (Sec.  60.17)

    Delta requests clarification of ``other applicable provisions'' in 
paragraph (a), and several commenters state that paragraph (a) and (b) 
of proposed Sec.  60.17 appear to be at odds with each other. For 
example, ATA states that in Sec.  60.17(a), the FAA appears to be 
allowing for grandfathering along the terms that have been used by the 
industry and the FAA for the past 20 or 30 years. However, in Sec.  
60.17(b), requiring the SOQ implies that the grandfathering is only 
good for the 6 year period, i.e., that the FAA would require the FSTD 
to meet the new QPS standards. ATA strongly opposes removing 
grandfather rights for previously qualified FSTDs, stating that 6 years 
is an insufficient time and will be cost prohibitive. Similarly, RAA 
states that for operators who use older aircraft, it is important that 
they not lose their ability to access simulators that may not meet 
current standards. TWA, American, and FSB make similar comments.
    FSI states that if the FAA's intent was not to remove the 
grandfathering, but instead to unilaterally issue a new SOQ to every 
currently qualified FSTD, the language of the final rule should make 
that intention clear. ATA and Delta ask why the FAA would allow 6 
years, if the intention was merely to issue new paperwork. Delta 
further requests clarification of ``Configuration List'' in paragraph 
(b). CAE makes a similar comment.
    FAA Response: In response to Delta's question regarding ``other 
applicable provisions,'' the FAA notes that certain requirements in 
part 60 apply to all FSTDs. For example, all FSTDs must have an 
official sponsor that meets the requirements of this part, and all 
sponsors must develop and implement a QMS. The FAA added language to 
the applicable QPS requirements to clarify this issue.
    The FAA does not intend to eliminate the practice of 
grandfathering. All FSTDs qualified prior to the effective date of part 
60 will retain their qualification as long as they continue to meet the 
standards under which they were originally qualified. Although the FAA 
is not eliminating grandfathering, the FAA is requiring all sponsors to 
obtain an SOQ for each FSTD. The purpose of the SOQ is to provide a 
complete picture of the simulator inventory regulated by the FAA, 
including the configuration list and the limitations to authorizations. 
The issuance of the SOQ will not require any additional evaluation or 
require any adjustment to the qualification basis for the simulator. 
The FAA added information in the applicable QPS appendices to clarify 
this requirement. Under the final rule, sponsors have 6 years to obtain 
an SOQ. This allows the sponsors sufficient time to meet the Sec.  
60.17(b) requirements and reduces the sponsor's costs of implementing 
part 60.
Simulators Not Requalified Within 2 Years
    Several commenters object to the requirement in proposed Sec.  
60.17(c) that a simulator that has lost its qualification and is not 
requalified within 2 years, would have to meet the standards in effect 
at the time of application for requalification. DHL states that if one 
of its simulators became disqualified and then had to requalify under 
the new standards, the simulator would have to be shut down, even if it 
has provided effective training for decades. DHL states that the 
disqualification of older simulators would severely cripple their 
fleet. TechniFlite CAE, American, ATA, and FSI make similar comments.
    FAA Response: The requirements contained in this section do not 
significantly differ from the FAA's policy on out of service 
simulators. For over 22 years, the FAA's policy has been that if an 
FSTD is taken out of service for an ``extended period of time,'' it 
must under go an evaluation prior to being returned to service. Current 
practice is that if this ``out of service time'' is in excess of 12 
months, the NSPM will review the qualification basis and may require 
the evaluation to be in accordance with the standards in existence at 
the time of requalification. The part 60 rule doubles the ``out of 
service time'' that would likely result in evaluation in accordance 
with the current standards at the time of requalification. The FAA 
recognizes that there may be situations where a sponsor of a device 
that has been unqualified for 2 or more years would desire 
requalification under the standards that were previously in effect. 
However, these are rare and extraordinary situations that are best 
resolved by the exemption process.

[[Page 63416]]

Downgraded FSTDs
    ATA and TWA comment that proposed Sec.  60.17(e) does not address 
the process for a downgraded FSTD to regain its previous qualification 
level. ATA and TWA believe the FSTD should be evaluated using the same 
qualification standards under which it was originally qualified.
    FAA Response: The FAA wishes to clarify the distinction between a 
downgraded FSTD and an FSTD that is unable to function at its 
qualification level due to missing, malfunctioning or inoperative 
parts. A downgraded FSTD is a device that has had a permanent change of 
qualification level. On the other hand, an FSTD may not be able to 
function at its qualification level because of missing, malfunctioning 
or inoperative parts. For example, if the daylight visual system is 
inoperative on a level D FSTD, the FSTD may only be able to function as 
a level C device. In this situation, the NSPM would temporarily 
restrict the tasks that can be accomplished in the device, and impose 
other requirements in accordance with Sec.  60.25. However, this 
temporary restriction is not a ``downgrade'' of the device. Instead, it 
is a limitation that can and is removed when the device is repaired and 
able to function as originally qualified.
    Finally, the FAA wishes to clarify what it means to upgrade an 
FSTD. An upgraded FSTD is a device that was originally qualified at one 
level and is being upgraded to a higher level, i.e., Level C to Level 
D. An upgraded FSTD is required to undergo an evaluation in accordance 
with the standards in existence at the time of the upgrade.

Comments Regarding Inspection, Recurrent Evaluation, and Maintenance 
Requirements (Sec.  60.19)

Streamlining the Process
    TechniFlite comments that the Sec.  60.19 process is a burden and 
an undue expense. TechniFlite suggests that a panel outside of the NSPM 
should be formed to overhaul the entire process, for example, a 
streamlined process could include automated tests that the NSPM could 
access as required online.
    FAA Response: The FAA did not adopt changes to this section as 
recommended by the commenter. The FAA has been conducting at least 
annual inspections of each FSTD and a review of the quarterly tests 
accomplished by the sponsor. This practice has been successful for over 
20 years and should not present a significant new burden or increase in 
expense for the sponsor. The NSPM is considering the feasibility of 
``on-line''-testing and review of FSTDs. If the FAA determines ``on-
line'' testing has immediate or long term applicability, it would be 
incorporated into the regulations in accordance with notice and comment 
rulemaking procedures.
Level of Reliability
    An individual suggests that to ensure good, uninterrupted training 
the FAA should require a minimum average level of reliability as 
evidenced by Mean Time Between Failures, Mean Time Between Unscheduled 
Maintenance, or some other objective, definable criteria.
    FAA Response: The FAA has determined that each individual sponsor 
should have some flexibility to ensure satisfactory FSTD reliability on 
its own. This flexibility, together with a viable QMS, will provide 
each sponsor with a clearer picture of what is actually happening and 
allow the sponsor (and the FAA) to determine whether or not the sponsor 
has an acceptable level of reliability.
Performance Demonstrations
    ATA, CAE, and FSI state that it is unclear which ``performance 
demonstrations'' in Attachment 1 are being referred to in Sec.  
60.19(a)(1). Commenters also state that breaking up the tests into four 
evenly spaced inspections would increase costs and lose training time 
for the sponsors. ATA cites the example of sound tests that are 
normally all done in one quarter since it requires a complex test setup 
using special equipment. TWA suggests allowing sponsors to group tests 
that require complex test setups or special equipment. Similarly, 
American states that the order in which the tests are performed should 
not require NSPM approval. ATA states that the NSPM should not have 
approval rights, only review rights and that the exact timing of the 
inspections should be left up to the sponsor. Similarly, Delta states 
that since the FAA has already approved the QAP process, there is no 
need for a separate approval of the quarterly checks.
    FAA Response: The FAA has removed the reference to ``Attachment 1 
performance demonstrations'' and ``Attachment 2'' from paragraph 
(a)(1). The intent of paragraph (a)(1) is to address only objective 
tests. Performance demonstrations have been renamed as objective tests 
or subjective tests and placed in the applicable QPS attachments. 
During quarterly inspections the sponsor is only required to perform 
objective tests. The FAA has also removed the requirement that the NSPM 
approve the objective test sequence and content of each quarterly 
inspection for each sponsor. Instead, the requirement is that the 
sponsor develops the objective test sequence and content of each 
quarterly inspection, which must be acceptable to the NSPM. We changed 
the term from ``approved'' to ``acceptable'' to clarify that the 
sponsor can perform the quarterly inspections without prior FAA review 
and approval. If after review of the objective test sequence and 
content of the inspections the FAA finds something not acceptable, the 
FAA will notify the sponsor of the deficiency and require the sponsor 
to make appropriate changes.
Inspections for Mobile Simulators
    Professional Instrument Courses describes its maintenance and 
repair process for its ATC 610J simulators, which are moved around the 
country routinely, for reasons such as the location of instructors or 
maintenance needs. PIC states that inspecting and testing each 
simulator quarterly would be impossible due to the mobile nature of its 
instrument training service.
    FAA Response: All FSTDs are required to undergo the quarterly 
inspections. However, the FAA removed the requirement that the 
quarterly inspection plan for each sponsor be approved by the NSPM. 
Instead, the sponsor must develop a quarterly inspection plan that is 
acceptable to the NSPM.
Preflight Test
    FSI states that the requirement in proposed Sec.  60.19(a)(2) for a 
functional preflight test before the first FSTD use each calendar day 
would be a burden for training operators using simulators that operate 
close to 24 hours a day, because the simulator would need to be shut 
down until a technician could complete the work. If the sponsor could 
conduct one check in each calendar day the sponsor could spread the 
simulator technicians' work across the entire day, thereby saving labor 
costs. FSB and Embry-Riddle make similar comments. Embry-Riddle asks 
whether the preflight could be conducted by the instructor pilot and 
whether there are special training requirements for the person 
conducting the preflight. United requests that it be allowed to use an 
``operational'' day instead of a ``calendar'' day, since it schedules 
training between 0600 and 0200 the following morning.
    ATA, United, Delta, NBAA, and American state that the preflight 
check is sufficient if the FSTD hasn't been checked in the previous 24 
hours. These commenters also state that the 7-day functional check 
requirement in

[[Page 63417]]

proposed Sec.  60.19(a)(3) would be difficult to track and makes no 
provision for an FSTD that is being modified, overhauled, or is not 
being used for some other reason. DHL states that this provision should 
be expanded to allow periods of down time that would not disqualify the 
simulator. Since DHL does more revenue flying in November and December, 
it plans its pilot training to occur from January through October. 
Paragraph (a)(3) would require needless checks during periods when its 
instructors are needed for line operations and the simulators are not 
being used, according to DHL. United makes a similar suggestion.
    FAA Response: The FAA adopted several changes to the time 
requirements in this section so that use of the FSTD will now require 
the completion of a ``functional preflight inspection'' within the 
previous 24 hours. In addition, the FAA has determined that the 24-hour 
functional preflight inspection is sufficient, and therefore has not 
included the proposed 7-day functional check.
Recurrent Evaluations
    In regard to proposed Sec.  60.19(b), JAA questions why the term 
``recurrent evaluation'' is used here, when ``continuing evaluation'' 
is used elsewhere.
    ATA believes that requiring the sponsor to initiate the scheduling 
for recurrent evaluations, as required in paragraph (b)(2), is not 
logical because the NSPM will still be required to maintain resources 
and an internal process for managing the scheduling. ATA recommends 
continuing the current practice of the sponsor submitting a letter to 
the NSPM with requested evaluation dates.
    ATA comments that paragraph (b)(3) has no restriction on the amount 
of FSTD time the NSPM can use for the recurrent evaluations. ATA knows 
of no historical evidence that the traditional 1 day of FSD 
availability is in any way insufficient. ATA suggests retaining the 
current practice of specifying that the testing period will be 1 day, 
unless otherwise agreed to by the evaluator and sponsor. American 
states that the QPS doubles the amount of time that the simulator must 
be available for the recurrent evaluations. American suggests that the 
NSPM provide a list of those tests required to be run so that they can 
be accomplished before the start of the evaluation.
    FSB believes the specification of time of day and day of week in 
paragraph (b)(3) is not appropriate for a regulatory document and 
should be deleted. FSI comments that the FAA limits its availability to 
the work week under this paragraph, but requires the industry to be 
available seven days a week, under Sec.  60.9(a).
    ATA and Delta object to the NSPM having full power over how often 
it wishes to impose recurrent testing, through its approval of the 
MQTG. Since the FAA switched from a biannual evaluation to an annual 
evaluation for FSDs two years ago and the average number of FAA 
discrepancies has not increased, ATA and Delta believe the FAA should 
retain the practice of a 12-month recurrent evaluation period. CAE 
recommends changing ``MQTG'' in this paragraph to ``QAP.''
    ATA recommends adding ``or within the timeframe mentioned in 
(b)(5)'' to paragraph (b)(6) so that training can continue during the 
grace period.
    ATA comments that it appears that a significant number of the FSTD 
maintenance and reporting requirements in the proposed rule are 
designed for a Sponsor who operates their FSTDs at a slower pace than a 
large carrier, which operates around the clock in excess of 360 days 
each year. ATA states the NSPM must allow for a high volume user to 
operate unencumbered by artificially tight timelines and record keeping 
requirements. If some of the requirements remain unchanged, ATA 
believes the NSPM would have to staff its office around the clock or 
immediately move to grant Designee authority to large select high-
volume Sponsors. ATA also comments that the section title is confusing 
by including the word ``inspection,'' implying preventive maintenance, 
when the section really addresses required recurrent tests. ATA 
suggests using ``Required QPS testing'' in the section heading instead.
    FAA Response: The FAA has replaced references to ``recurrent'' 
evaluations with ``continuing'' evaluations. The FAA has removed the 
references to time of day and day of week and has added ``or within the 
grace period as described in paragraph (b)(5) of this section'' to 
Sec.  60.19(b)(6). Additionally, the FAA has included language in the 
QPS appendices that specifically sets out the normal time and testing 
requirements for such evaluations. In this final rule the FAA continues 
the existing practice of having the sponsor and NSPM coordinate the 
best times to conduct the required evaluations.
    The final rule codifies the existing authority to impose continuing 
testing through approval of the MQTG; therefore the FAA has not revised 
the language regarding this issue. The FAA has retained the reference 
to ``MQTG'' in paragraph (b)(4) instead of changing the reference to 
``QMS'' (formerly QAP in the NPRM), because the MQTG is the FAA 
approved test guide, whereas the QMS is for quality assurance purposes.
    Also the FAA has retained the term ``inspection'' in the title 
because a continuing qualification evaluation includes not only an 
evaluation of the device, but also an inspection of records pertinent 
to the FSTD.
Continuing Corrective and Preventive Maintenance
    Delta requests a clarification of the reference to proposed Sec.  
60.15(b) in paragraph (c), citing a possible interpretation that a 
qualified pilot would be required to sign off on each recurrent 
evaluation and on each change made to the FSTD. ATA suggests changing 
``requirements of Sec.  60.15'' to ``requirements of all applicable 
provisions of appropriate QPS.'' Delta believes the pilot's input 
should not be required unless a change is made that affects handling 
qualities. FSB states that this paragraph places a burden on the 
sponsor that should really be a burden on the entity that owns and 
maintains the FSD.
    FAA Response: The FAA reorganized Sec.  60.19 for greater clarity 
and ease of understanding. The FAA revised this section to clarify that 
the sponsor is responsible for continuing corrective and preventive 
maintenance on the FSTD to ensure that it continues to meet the 
requirements of this part and the applicable QPS appendix. The FAA also 
removed the reference to Sec.  60.15(b). In addition, the FAA has 
clarified when a sponsor may use, allow the use of, or offer the use of 
an FSTD for flight crewmember training, evaluation, or flight 
experience. The FAA notes that part 60 is geared toward the sponsor. 
The sponsor may contract out maintenance, but it still remains 
responsible for meeting the requirements in this part no matter who 
owns or maintains the FSTD.
Discrepancy List
    In regard to proposed Sec.  60.19(a)(4) and (a)(5), ATA requests 
that the FAA define specifically what constitutes a discrepancy that 
must be maintained on a list in or immediately adjacent to the FSD and 
states that historically, most FSD departments have posted all 
discrepancies that have the possibility of impacting training or 
checking. ATA states that if the intent is for every discrepancy 
written by the flightcrew, preflight checker, or observer to be 
included on the list, the list would be unnecessarily long. 
Furthermore, ATA

[[Page 63418]]

states that almost all of the new documentation required under part 60 
evolved or was taken directly from the Simulation Quality Assurance 
Program for 2000 (SQAP 2000) and asks which parts, if any, of SQAP 2000 
will continue to be in effect.
    ATA also comments that the wording of paragraph (a)(5)(i) can be 
construed to mean that discrepancies older than 30 days should 
specifically not be in the log. ATA suggests changing the wording to 
``until at least 30 days.''
    ATA suggests that the entry required under paragraph (a)(5)(ii) 
should also include the name of the individual doing the corrective 
action. Pan Am states that there is nothing to be gained by maintaining 
the record of the corrective action for 30 days and suggests reducing 
the time period to no more than 10 days.
    ATA states that the requirement in paragraph (a)(5)(iii) to keep 
the discrepancy log in a ``form and manner acceptable to the 
Administrator'' gives the NSPM full veto power over a sponsor's log 
system, with no definition of what constitutes an acceptable system.
    FAA Response: The FAA has changed the time requirements so that 
discrepant items will remain in the log book until corrected, instead 
of including a specific length of time. The requirements regarding the 
recording and correction of discrepancies are now found in Sec.  
60.19(c)(2)(i) through (iii). The FAA has revised Sec.  60.19(c)(2)(ii) 
(formerly Sec.  60.19(a)(5)(ii)) to include the name of the individual 
doing the corrective action. Also the FAA has modified Sec.  
60.19(c)(2)(iii) to permit electronic record keeping.
    For clarification the FAA has added a definition of the term 
``discrepancy'' in appendix F. Discrepancy means ``an aspect of the 
FSTD that is not correct with respect to the aircraft being 
simulated.'' The use of a discrepancy log is not new. Sponsors have 
been documenting the discrepancies found during the operation of an 
FSTD for decades. The only difference here is that this process is now 
coming under a regulatory requirement rather than just being consistent 
with FAA guidance and good operating practice.
    SQAP 2000 is a voluntary QMS program. Under the final rule, the QMS 
is mandatory and must meet the requirements of appendix E of this part.
    The phrase ``form and manner acceptable to the Administrator'' is 
intended to be permissive rather than restrictive. However, an 
acceptable discrepancy log will have at least the following 
characteristics: (1) Be easily maintained by the sponsor; (2) be easily 
audited; and (3) entries may not be easily altered or removed. Although 
the FAA is not requiring a specific format, the FAA may request 
additional information to clarify entries on the discrepancy log if 
necessary.

Comments Regarding Logging FSD Discrepancies (Sec.  60.20)

    Delta comments that this section should only require discrepancy 
log write-ups for items that would adversely affect training or which 
indicate a conflict with the Statement of Qualification. According to 
Delta, this section could be interpreted to mean that equipment or 
appliances not simulated would have to be written up every time. An 
individual comments that this section does not appear to allow 
maintaining a separate maintenance-only discrepancy log. The commenter 
states that if discrepancy reports unrelated to the operation of the 
simulator or simulated aircraft are included (such as shop type 
supplies, touchup paint, and seat covers), a user might overlook a 
discrepancy report that might be of significance to their training. 
Also the commenter asks if the log could be computerized with a 
terminal at or near the simulator. FSI questions the phrase ``flight 
experience for flightcrew member certification or qualification,'' 
stating that its use in this section is inconsistent with the 
definition of the term in Sec.  60.3. FSI recommends changing 
``training or evaluation, or observing flight experience'' to 
``training, testing, or checking'' to be consistent with the other 
rules.
    FAA Response: The requirement in Sec.  60.20 does not preclude an 
FSTD sponsor from maintaining a separate log of items that are in need 
of repair or replacement, the contents of which do not affect the 
operation of the FSTD and do not affect the purposes for which the FSTD 
may be used. However, the FAA does require that all discrepancies are 
recorded in a log. The FAA has removed the phrase ``for flightcrew 
member certification or qualification'' to be more clear. Additionally, 
the phrase ``conducting training, evaluation, or flight experience'' is 
consistent with other rules in this part. The term ``evaluation'' is 
defined for use in part 60 as follows: ``with respect to an individual, 
the checking, testing, or review associated with flight crewmember 
qualification, training, and certification under parts 61, 63, 121, or 
135 of this chapter.'' Also, the FAA modified Sec.  60.19(c)(2)(iii) to 
permit keeping the discrepancy log in an electronic format.

Comments Regarding Interim Qualification of FSDs for New Aircraft Types 
or Models (Sec.  60.21)

    Boeing states that the phrase ``even though the flight test data 
used has not received final approval by the aircraft manufacturer'' in 
paragraph (a) should be changed to ``even though the aircraft 
manufacturer's flight test data may be considered preliminary'' because 
this data has been approved. CAE suggests changing ``aircraft 
manufacturer'' with ``approved data supplier'' to allow other reliable 
sources to produce data for this interim level of qualification. CAE 
states that other sources are often used to produce data for business 
jet aircraft.
    Boeing suggests revising paragraph (a)(1) to more accurately 
describe the type of data that would be acceptable for an interim 
qualification.
    FAA Response: In the final rule, the FAA has revised Sec.  60.21 to 
allow a sponsor to apply for and the NSPM to issue an interim 
qualification level for an FSTD for a new type or model of aircraft, 
even though the aircraft manufacturer's aircraft data package is 
preliminary. The additional safeguards in the final rule regarding the 
use of preliminary data are sufficient to ensure safety until the final 
data package is released.
    The FAA recognizes that in some instances there may be other ``data 
providers'' who will become involved with development of data, data 
packages, or the development of simulation models. The FAA did not 
change the term ``aircraft manufacturer.'' The FAA recognizes that some 
of the data used might come from prediction or other methodologies 
developed by another ``data provider'' that would allow for the 
``interim'' classification without having full flight test data. 
However, all such non-flight test data would be dependent on at least 
some flight test data from the airplane manufacturer. In these cases, 
the FAA would want not only the aircraft manufacturer's preliminary 
data, but also the other data and the justification for that other data 
supplied by whoever supplies that data.
    In addition, the FAA revised paragraph (a)(1) to more clarify the 
type of data that would be acceptable for an interim qualification.
Limit for Interim Qualification
    Several commenters object to the one-year limit for interim 
qualification in paragraphs (b) and (c). ATA states, ``The number of 
factors that affect a new aircraft type or model is sufficiently 
complex and unpredictable that there should not be a simple 1-year 
death

[[Page 63419]]

penalty on the interim qualification. This issue needs to remain as 
flexible as possible in order to facilitate new aircraft types and 
models, because to do otherwise will delay training to the point that 
too much training will be needed in too little time, resulting in 
decreased air safety, not increased.'' FSI, Delta, TWA, and Boeing make 
similar comments. TWA suggests the interim qualification should last 
six months after the release of the final flight test data package, 
unless specific conditions warrant a longer period as approved by the 
NSPM. Boeing states that ``six months after release of final flight 
data'' is typically at least 18 months after the end of the flight test 
program and is much later than one year after the issuance of the 
interim qualification status. Boeing suggests using language equivalent 
to paragraph 1.6 of Attachment A of the 2nd Edition to the ICAO Manual 
of Criteria for the Qualification of Flight Simulators.
    FAA Response: The FAA has revised paragraph (c) to increase the 
time frame to obtain final qualification. The FAA has reworded the 
requirement to allow 12 months from the release of the final aircraft 
data package by the aircraft manufacturer, but no later than 2 years 
after the issuance of the interim qualification status, for the sponsor 
to incorporate the final aircraft data package and have the NSPM 
conduct an evaluation of the FSTD with the new data to remove the 
``interim'' status of the FSTD qualification. The FAA considers 2 years 
to be an adequate amount of time for the sponsor to incorporate the 
final aircraft data package.

Comments Regarding Modifications to FSTDs (Sec.  60.23)

    ATA, Continental, FSI, Delta, United, and several other commenters 
ask for a more specific definition of the term modification in proposed 
Sec.  60.23, stating that the term is subject to a wide range of 
interpretation and judgment. Commenters believe that as proposed, Sec.  
60.23 would place a severe burden on both the FAA and all FSTD sponsors 
if the FAA does not provide greater clarification.
    Boeing and FSI question how the FAA will determine when a 
modification impacts safety of flight. Also FSI asks that the FAA 
clearly define the circumstances under which it would produce an FSTD 
Directive and whether the FSTD manufacturer or FSTD user has any 
recourse.
    FAA Response: The FAA revised this section to address commenters' 
concerns about the definition of modification and the cost implications 
if the term is defined too broadly. The FAA clarified the definition of 
modification and reorganized this section. While the content of the 
section has essentially remained the same, the rewrite has reduced the 
length of the section and included sub-headings that should help the 
reader understand how the main paragraphs and subparagraphs are 
related. The rewrite has significantly clarified the original intent of 
this section.
    The FAA has not revised the words ``safety of flight'' in Sec.  
60.23(b) as requested by commenters. An FSTD Directive would only be 
issued if safety of flight was at issue and the effect of the FSTD 
Directive would be to amend the qualification basis for the FSTD. As 
stated in the NPRM (67 FR 60284, 60286) an FSTD Directive would only be 
issued in response to a recognized safety-of-flight issue. For example, 
the FAA may issue an FSTD Directive if a manufacturer or the FAA 
discovers that the existing data for an aircraft is not accurate and 
consequently would adversely affect FSTD performance and handling. The 
FAA will publish each FSTD Directive in the Federal Register and will 
comply with the Administrative Procedure Act requirements.

Comments regarding Operation with Missing, Malfunctioning, or 
Inoperative Components (Sec.  60.25)

    Many commenters object to the requirement in proposed Sec.  
60.25(b) that each missing, malfunctioning, or inoperative component 
must be repaired or replaced within 7 calendar days. UPS believes this 
would be an unreasonable burden on both the sponsor and the FAA. UPS 
predicts that FAA will be burdened with a daily onslaught of routine 
requests to deviate from this provision. ATA recommends the rule should 
be written such that if no response to a request to authorize deviation 
from the rule is received within 2 hours, then it is granted. Also, the 
commenters note that many simulator-specific parts cannot be obtained 
within a seven-day timeframe. Further, if the problem is not a 
malfunctioning part, but rather a computer programming fault, then 
research, data, or other contractor assistance may be required. 
American Trans Air makes a similar comment. American states that if the 
NSPM or TPAA are not available, unnecessary training down time could 
result.
    DHL states that the proposal would, in many cases, be more 
restrictive than a Minimum Equipment List (MEL) for an actual aircraft. 
DHL notes there are no safety of flight issues in an FSD. DHL suggests 
counting only ``training days'' so that the FSD would not need to be 
repaired during periods of inactivity or when the training facility was 
not open. CAE provides the example of an unserviceable third VHF radio: 
The real aircraft can dispatch in this situation, while the simulator 
would be grounded under this paragraph.
    Several commenters believe the FAA would be burdened by an 
obligation to provide an inspector 24 hours a day, 7 days a week. TWA 
believes that the sponsors would not wait to find out if they will 
receive the parts until the seventh day. Rather they would notify the 
NSPM early, resulting in thousands of notifications, which would 
unnecessarily burden the NSPM.
    Delta, Eclipse, Evans and Sutherland, ATA, Fidelity, and FSI state 
that the proposed rule allows only seven days for repairing or 
replacing missing, malfunctioning, or inoperative components, while the 
appendix states 30 days is allowed. These commenters say the 30 day 
period is more realistic.
    RAA believes the rule should be written in a form similar to the 
MMEL requirements for an airplane, where specific time requirements are 
not referenced in the rule itself.
    United suggests allowing the sponsor to develop a discrepancy 
prioritizing system, with the time allowed for replacement or repair 
dependent on the priority.
    FAA Response: In the final rule the FAA will require missing, 
malfunctioning, or inoperative components to be repaired or replaced 
within 30 calendar days (instead of the originally required 7 days), 
while maintaining the original ``unless otherwise required or 
authorized by the NSPM'' phrasing. Additionally, as stated in the QPS, 
the FAA will consider a discrepancy prioritizing system where the 
length of time authorized to repair or replace any given missing, 
malfunctioning, or inoperative component is based on the level of 
impact on the capability of the simulator to provide the required 
training, evaluation, or flight experience, with the larger impact on 
this capability associated with a higher priority for repair or 
replacement.
    The rewrite of this section provides adequate requirements without 
getting into the specifics of individual components. This is not an 
airworthiness issue, but is rather a training efficacy issue that is 
adequately accommodated with the revisions indicated.

[[Page 63420]]

Discrepancies that Directly Affect Training
    Eclipse also believes the proposed requirement is too stringent. 
Eclipse believes this issue should be left to the discretion of the 
sponsor or the sponsor in coordination with the TPAA for equipment 
discrepancies that directly affect training. CAE and FSB make similar 
suggestions.
    NBAA states that the provision makes no allowance for components 
that may be inoperable but are not required for training. NBAA 
recommends that training be allowed to continue for components that are 
not training critical. ATA suggests a reference to equipment required 
in the current training scenario. Delta makes a similar comment.
    FAA Response: The purpose of this section is to allow for the 
operation of the FSTD with missing, malfunctioning, or inoperative 
components. If a missing, malfunctioning, or inoperative component is 
not required to be present and correctly operating for the satisfactory 
completion of a specific maneuver, procedure, or task being performed 
during the training, the FSTD can be used for that maneuver, procedure 
or task.
Simulator MEL
    FSI states that both appendix H of part 121 and Sec.  142.59 
provide a simulator minimum equipment list and that handbook guidance 
issued to FAA inspectors gives lengthy guidance. FSI recommends that 
FAA withdraw appendix H and make a conforming change to Sec.  142.59.
    FAA Response: In this final rule, the FAA is modifying existing 
part 121, appendix H, to eliminate all technical requirements regarding 
FSTDs, including the requirement for a ``simulator MEL.'' The language 
of this section is not in conflict with and does not require any 
modification to Sec.  142.59. Additionally, with the provisions of this 
section, the FAA Handbook guidance issued to FAA inspectors regarding 
operation of FFSs and FTDs with missing, malfunctioning, or inoperative 
components will be withdrawn.
Placarding
    ATA comments that proposed paragraph (c) would require a 
maintenance technician to be at the ready (to perform the placarding) 
when each FSD period is scheduled to begin, adding an enormous 
financial burden for no perceived gain in training value. ATA and 
United suggest that the requirement in paragraph (c) to have a list of 
missing, malfunctioning, or inoperative components available should 
suffice for daily operations. ATA adds that the placard system is very 
time consuming and adds nothing to the training, if the item is already 
in the discrepancy log, which is read before each training session 
starts.
    Pan Am comments that the requirement to placard items in the FSD 
that do not work should only apply to those items that are missing or 
malfunctioning, and not to items which are not simulated by design. 
Systems or controls that are non-functional will be indicated on the 
qualified or not qualified list in the FSD Statement or Qualification.
    FAA Response: The FAA has removed the placarding requirement. 
Having the list of missing, malfunctioning, and inoperative equipment 
available for users of the FSTD is sufficient.

Comments Regarding Automatic Loss of Qualification and Procedures for 
Restoration of Qualification (Sec.  60.27)

    Continental states that the requirement to get NSPM approval prior 
to putting a FSD back into service following any work that makes the 
device ``unusable'' has the potential to place severe restrictions on 
the airline's ability to schedule and use the device for training. It 
would also mandate that the NSPM be available 24/7 to provide this 
approval in a timely manner.
    FAA Response: The FAA has clarified the requirements that must be 
met prior to returning an FSTD to qualified service. The revisions 
include Sec.  60.27(b)(2), which provides that the NSPM may authorize 
the FSTD to return to service without completing an evaluation.
Qualified Use of FSTDs
    ATA and FSB believe that the cross reference to Sec.  60.9(b)(4) in 
proposed Sec.  60.27(a)(1) is in error, because that paragraph refers 
to posting the Statement of Qualification, not to the sponsor's 
training program. TechniFlite and Fidelity object to paragraph (a)(1) 
because it implies that FSDs used for part 61 training, for personal 
practice, or even for another certificate holder's training program are 
not qualified.
    FAA Response: The FAA has reviewed cross references and has 
corrected them. A person is eligible to be a sponsor if the person 
holds, or is an applicant for, a certificate under part 119, 141, or 
142; or holds, or is an applicant for, an approved flight engineer 
course in accordance with part 63. Therefore, a part 61 Fixed Base 
Operator (FBO) that conducts training in accordance with part 61 may 
not sponsor an FSTD, but the regulations do not restrict anyone from 
using a qualified FSTD in accordance with that FSTD's authorizations. 
Also, an FSTD may be used for training in another certificate holder's 
training program as approved by the TPAA.
Moved or Disassembled FSTDs
    Several commenters disagree with the proposed language of Sec.  
60.27(a)(3) and (a)(4), stating that it is not necessary to disqualify 
an FSTD in all cases when it is moved or disassembled. Fidelity states 
that lower level FTDs can be moved without affecting their 
capabilities. CAE believes that if a simulator is moved but has been 
maintained in accordance with the approved SQAP, then requalification 
should be conducted under the existing qualification basis of the 
simulator. United and TechniFlite state they have moved simulators with 
no adverse impact on their integrity. United proposes that the 
requirement only apply if a simulator needs to be reinstalled, e.g., if 
the wiring is disconnected and reconnected.
    Eclipse states that simple regular maintenance on the FSTD would 
result in ``disassemble for repair'' and thus require the sponsor to 
contact the TPAA or NSPM on an almost daily basis. CAE requests 
clarification or removal of this provision, since whenever maintenance 
is done, the FSTD is not able to be used for training at that time. ATA 
states that once an FSTD is reassembled, obtaining FAA approval for 
returning the device to training will place a major burden on both the 
sponsor and the FAA. United comments that the requirement should be 
rewritten to allow normal FSTD maintenance activities. Delta, American, 
FSB, and FSI make similar comments.
    FAA Response: The FAA has revised Sec.  60.27(a) to address those 
FSTDs that have been moved and reinstalled in a different location. 
When an FSTD, regardless of level, is moved and reinstalled in a 
different location, it must be re-evaluated by the NSPM to be sure that 
it continues to meet the requirements for its original qualification. 
This is true even in the example of an FSTD that was originally mounted 
in a transportable conveyance.
    The final rule lists four specific situations that result in 
automatic loss of qualification. Disassembly is not one of them. The 
proposed language about disassembly does not appear in the final rule. 
For information on modifications, see Sec.  60.23. Although 
``disassembly'' does not appear in Sec.  60.27 of the final rule, the 
FAA recognizes that disassembly may occur in the course of routine or 
non-routine repairs and maintenance. We want to emphasize

[[Page 63421]]

that the sponsor is responsible to ensure that the FSTD continues to 
meet the requirements of this part and the applicable QPS appendix at 
the completion of any repair or maintenance in accordance with Sec.  
60.19(c).
Restoration of Qualification
    ATA states that proposed Sec.  60.27(b)(1)(i) would eliminate 
grandfather rights for older FSDs any time they are moved, repaired, or 
modified. ATA recommends changing the requirement so that the initial 
requalification is in accordance with the standards that the FSD was 
most recently qualified under. ATA suggests including the provisions of 
Sec.  60.17(c), which provides up to two years before requiring 
requalification based on current standards. CAE makes a similar 
comment.
    FAA Response: There is nothing in the language that would indicate 
that moving an FSTD would necessarily require re-evaluation in 
accordance with newer standards. The FAA notes, however, that when an 
FSTD is taken out of service, this does not automatically guarantee 
that reevaluation for qualification will be against the original 
qualification basis. The NSPM will conduct a review to determine the 
care and under what circumstances the FSTD has been maintained before 
determinations of qualification basis may be made. Moreover, if the 
FSTD was out of service for 2 or more years, the FAA would require a 
reevaluation under current standards that may be different than the 
standards under which the FSTD was originally qualified.
Authority to Waive Evaluation
    ATA and United request that the FAA clarify the lines of authority 
in proposed Sec.  60.27(b)(2). United suggests removing the reference 
to the TPAA and allowing only the NSPM the authority to waive the 
evaluation requirement.
    FAA Response: The FAA has clarified the lines of authority by 
removing the TPAA from exercising authority to waive the evaluation 
requirement.
Requalification Criteria
    ATA and United believe the FAA should develop objective criteria 
for proposed Sec.  60.27(c). For example, how would the FAA assess the 
``care that had been taken of the device since the last evaluation?'' 
United suggests the FAA specify the number of normally scheduled 
evaluations that can be missed and the performance of the particular 
FSD against the sponsor's quality measurements in its QAP.
    FAA Response: The FAA has added language to the Information section 
of the QPS indicating that one of the factors the FAA uses to determine 
what amount of testing will be required for requalification is how the 
simulator is maintained during its out-of-service period (e.g., 
periodic exercise of mechanical, hydraulic, and electrical systems; 
routine replacement of hydraulic fluid; and control of the 
environmental factors in which the simulator is to be maintained).

Comments Regarding Other Losses of Qualification and Procedures for 
Restoration of Qualification (Sec.  60.29)

    ATA and United comment that this section blurs the lines of 
authority between the NSPM and the TPAA. The commenters believe only 
the NSPM should have jurisdiction over the qualification of any FSD 
covered by this part and only the TPAA should have jurisdiction over 
the use of a qualified FSD in an FAA-approved training program. United 
suggests removing all references to the TPAA from this section. ATA 
recommends adding a paragraph (d) to include the procedures for 
restoring the qualification lost under this section since this issue is 
not addressed in the proposed rule language.
    In regard to the process for handling emergencies under paragraph 
(c), FSI comments that no emergency in simulation is so dangerous that 
there is no time to consult with the TPAA. FSI states that the NSPM 
should not be allowed to suspend the use of an FSD in an approved 
training program without agreement from the TPAA.
    Delta suggests changing ``7 days'' in paragraph (a)(2) to ``30 
days'' to be consistent with other references to 30 days in this 
section.
    FAA Response: The FAA has removed all references to the TPPA in 
Sec.  60.29. Additionally, the FAA inadvertently left out of the NPRM 
the sub-paragraph addressing procedures for restoring the qualification 
lost under this section as described by the commenter. The FAA has 
added such a paragraph in the final rule.
    The FAA did not adopt the suggestion to replace ``7 days'' with 
``30 days'' in Sec.  60.29(a)(2). The final rule provides time for the 
sponsor to object to the notification that the FSTD no longer meets 
some or all of its qualification standards. The 7-day period was 
originally selected to provide the NSPM up to 23 days between the 
receipt of the sponsor's objections and justifications and the 
effective date of any action regarding the FSTD. This provides the most 
benefit to all affected parties.

Comments Regarding Recordkeeping and Reporting (Sec.  60.31)

    Regarding paragraph (a), ATA states that there will be an 
additional administrative and storage location overhead cost to 
maintain previous copies of the MQTG, each of which may be over 10 
volumes. Also, ATA suggests changing the wording to require that the 
sponsor have a system to trace the current version of the simulator 
back to the original qualification software/hardware and deleting the 
requirement for maintaining the actual copy of the programming. United 
and Delta make similar comments. Also, ATA requests that the FAA 
clarify that, for currently qualified simulators, only records made 
after the effective date of the rule would be required. Similarly, FSI 
states that the FAA appears to have little concept of the magnitude and 
cost of proposed paragraph (a)(2). FSI suggests that instead, the NSPM 
track changes to the FSD via the modification requirement in Sec.  
60.23(e). ATA and United suggest shortening the required time period 
proposed in Sec.  60.31(a)(3)(iv) to 18 months and Delta suggests 
deleting paragraph (a)(3)(iv).
    ATA suggests that proposed Sec.  60.31(a)(4) also require that 
sponsors keep the name of the person who determines that a discrepancy 
is corrected.
    Delta suggests rewording proposed Sec.  60.31(a)(5) to say 
``initial or upgrade qualification'' to cover upgrade situations that 
are in effect new ``initial'' qualifications. ATA suggests that ``FSD 
hardware configurations'' in paragraph (a)(5) should be changed to 
``FSD hardware configurations, restricted to ground or flight dynamics 
or performance and handling or aircraft system function.''
    FAA Response: In the NPRM, Sec.  60.31(a)(2) proposed to require 
the sponsor to maintain a copy of the programming used during the 
evaluations for initial and upgrade qualifications and a copy of all 
programming changes made since the evaluation for initial 
qualification. Revised Sec.  60.31(a)(2) requires the sponsor to 
maintain a record of all FSTD modifications affected under Sec.  60.23 
since the issuance of the original Statement of Qualification. The 
revision to Sec.  60.31(a)(2) captures the software and hardware 
changes required in proposed Sec.  60.31(a)(2) and (a)(5). We have 
therefore deleted Sec.  60.31(a)(5). Also, the FAA has modified Sec.  
60.31(a)(4) to require that sponsors keep the name of the person who 
determines that a discrepancy is corrected.

[[Page 63422]]

Record of FSD Users
    ATA and United state that proposed Sec.  60.31(b) places an 
unnecessary burden on the FSD sponsor. Instead they believe the burden 
should be placed on the user in coordination with their respective 
TPAA. ATA and United suggest deleting this requirement or requiring 
that sponsors have 7 days to provide the report upon request of the 
NSPM. FSB and CAE suggest that such a list of certificate holders may 
be considered proprietary business information. FSB states that ``This 
is another instance where the ongoing use of the FSD has been proposed 
as within the purview of the NSPM as opposed to the operational 
responsibility remaining with the certificate holder sponsor with the 
approval of either the TCPM or POI under existing regulations.''
    FAA Response: The FAA has eliminated the requirement to maintain 
the records of users of the FSTD. If the FAA needs such records, it 
would acquire them through normal FAA oversight channels.
Form of Records
    In regard to proposed Sec.  60.31(c), ATA and United state that 
most airlines have record systems that have proven effective and 
accurate in actual use. ATA and United state that the NSPM's approval 
of these systems should be immediate and that the rule language should 
be changed to add ``information, with appropriate security or controls 
to prevent the illegal or inappropriate alteration of such records 
after the fact.''
    FAA Response: The FAA added language in the QPS appendix that 
provides for the preservation and retrieval of this information with 
appropriate security or controls to prevent the illegal or 
inappropriate alteration of such records after the fact.
Annual Report
    ATA, UPS, Delta, United, FSI, American, Eclipse, American Trans 
Air, and CAE object to proposed Sec.  60.31(d), stating that the annual 
report would be redundant.
    FAA Response: The FAA has eliminated the requirement for an annual 
report that was in proposed Sec.  60.31(d). The other requirements of 
part 60, including the discrepancy log, the recurring inspections, the 
modification notification and approval, and the QMS are sufficient to 
ensure that FSTDs are operating at their qualification level.

Comments Regarding Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33)

    ATA is concerned that the language contained in this section does 
not provide a clearly defined method for complying with requirements 
like the quality assurance program, log books, reports, and requests. 
ATA comments that paragraph (c) provides the authority to remove 
qualification simply on the basis of an incorrect statement, which 
could be made by any individual at any level of the organization. 
According to ATA, while the NSPM has always maintained a cooperative 
relationship with the industry, others, such as ATOS inspectors, only 
apply the strict interpretation of requirements and often apply rules 
without the benefit of the required knowledge of the flight training 
device industry. ATA further states that, ``This section threatens not 
only our qualifications but also our personal livelihood. A simple 
misstatement, mistake, or omission without a clearly demonstrated 
intent to mislead should not be a basis for action. It should be 
applied to the intent of the operator and/or sponsor not the 
individual.'' ATA suggests changing ``No person may make'' to ``No 
sponsor may knowingly make'' and deleting paragraph (c).
    Similarly DHL states that the omission of recording malfunctions or 
inaccurate statements in logbook entries is very subjective. DHL is 
concerned that honest mistakes and oversights could lead to the 
revocation of an airman's ATP, and states ``Such perceived liability 
could cause the ranks of qualified instructors to dwindle.'' Fidelity, 
FSI, CAE, and Delta make similar comments.
    FAA Response: This section is not intended to address a simple 
misstatement, mistake, or omission as suggested might occur. The 
language is included to provide notice to those who are involved with 
or use FSTDs that the records and reports that are kept, made, or used 
to show compliance with this part, or to exercise any privileges with 
respect to FSTD upon which the FAA relies or could rely, is a serious 
matter and that fraudulent practices will carry consequences. The 
elements for a charge of making a false statement are: (1) A knowing, 
(2) misrepresentation, (3) of a material fact. The elements for a 
fraudulent statement are the same as for a false statement, plus: (4) 
made with the intent to deceive, and (5) detrimentally relied upon. See 
FAA v. Bell, NTSB Order No. 4764 (May 11, 1999). Thus, for either 
charge, the FAA must have evidence that it was a knowing misstatement 
and that the misstatement was material (i.e., about an important 
matter). See FAA v. Twomey, 821 F.2d 63 (1st Cir. 1987). We have added 
the word ``material'' to the phrase ``known omission'' to clarify that 
only important, known omissions will constitute a violation and this 
will put the violation on par with the fraud and intentionally false 
statement violation.

Comments Regarding Specific Full Flight Simulator Compliance 
Requirements (Sec.  60.35)

    Many commenters address the impact of proposed Sec.  60.35 on Level 
A simulators. The ATA strongly opposes degrading the qualification of 
all level A simulators after a 2 year period. ATA believes that as long 
as there are valid training objectives that can be accomplished in a 
level A simulator it should be the sponsor's business decision as to 
when the device is no longer viable and not determined by the NSPM. Pan 
Am states that elimination of the Level A qualification would create 
specific issues for those aircraft that are no longer manufactured, but 
continue to operate. Pan Am states, ``These simulators are typically 
not cost effective to upgrade to current technology standards but have 
demonstrated and been used for many years as effective training devices 
* *. We believe these simulators and the training permitted in them 
should be grand-fathered in any new rule.'' Pan Am, FSI and Aerospace 
Aviation are also concerned that this provision would result in a 
return to using aircraft for training, which would have a negative 
impact on both the training, safety, and pollution.
    FSI addresses the impact on certain aircraft, stating, ``The bottom 
line would be that users of many aircraft, such as the older King Air, 
Turbo Commander, Lear 25, Gulfstream I, Jetstar, etc., would have no 
simulation device at all available to them. The time-tested safety-
driven need for these simulators will be there as long as the aircraft 
they represent are flying. It is obvious that new simulators, Level B 
through D, will not be developed for these older aircraft, so the 
withdrawal option is to withdraw all simulation safety advantage from 
this segment of the aviation population.'' In addition, FSI states that 
to convert the Level A simulators to Level 6 FTDs ``would be to lose 
the advantage of motion, which the FAA, in particular the NSPM, has 
strongly favored and embraced for realism in training and testing, as 
opposed to simulation with visual cues only. Continuing to maintain a 
motion system for a Level 6 FTD, for no credit in addition to that

[[Page 63423]]

afforded a Level 6 FTD, would represent a huge cost with no benefit to 
offset it.'' FSI further comments, ``Just as the FAA would not propose 
that all operators of those aircraft abandon their aircraft, it should 
not propose that Training Centers abandon the representative 
simulators.''
    Similarly, TWA states, ``This paragraph puts an undue burden on the 
sponsors of older flight simulators. The cost to make all aircraft 
appliances functional whenever they upgrade an older simulator will 
effectively eliminate all upgrades. This would severely limit 
modernization and improvements to these simulators. There is no reason 
for devices in an FSD to be functional if they are never to be used by 
the approved training program.'' ATA makes a similar comment.
    Several commenters question to what extent the FAA expects the 
entire cockpit to be simulated, under paragraph (a). Boeing states that 
for some aircraft there is not enough room in the simulator to simulate 
the entire area directly behind the Captain and First Officer. ATA and 
United comment that sponsors with no captive fleet would not have a 
specific cockpit against which to match an FSD and sponsors with their 
own fleet would have differences between cockpits of like aircraft. 
Delta and CAE make similar comments.
    DHL states that the language requiring the FSD to simulate the 
operation of all equipment or devices intended to simulate aircraft 
appliances is too rigid. DHL states, ``This language would require such 
devices such as radar and TCAS systems to be fully functional. These 
devices are often trained in such devices as FTDs or Computer Based 
Training (CBT) programs. The FAA requires TCAS to be trained in a 
flight simulator or CBT environment. DHL argues that some devices are 
better trained in other environments such as CBT. This requirement also 
usurps the intent of the Advanced Qualification Program that would 
apply Instructional Systems Design principles to conduct training in 
lower level devices that may not only be more cost effective but also 
yield a higher level of learning.''
    UPS comments that paragraph (a) would require that equipment not 
related to flight training be installed at considerable expense. UPS 
cites examples such as ``equipment used by maintenance personnel, e.g., 
BIT type diagnostic systems, or equipment used by flight crew but not 
deemed essential to flight training by the operator or its TPAA, e.g., 
ACARS.'' Evans and Sutherland ask whether visual terrain and obstacle 
correlation over the entire visual scene must be provided, e.g., for 
future additions to the cockpit, such as the Moving Map Display, or for 
aircraft fitted with EGPWS or TWAS? Also, for weather radar, must all 
3D clouds, storms, etc., on the visual scene correlate with a dynamic 
radar sweep?
    FSI states that proposed paragraph (a) seems to say that 18 months 
after the final rule is issued all simulators must simulate everything 
in the aircraft they represent. FSI asks, ``Would this mean that a 
Level B simulator must have color weather radar simulated if the 
aircraft is outfitted with color weather radar, etc.?'' FSI states that 
proposed QPS requirements for FTD levels 4, 5, and 6, as well as for 
simulator Levels A, B, and C do not include simulating the operation of 
all equipment and appliances installed on the airplane (aircraft) being 
simulated. FTDs could fit the definition of a ``simulator'' and 
therefore would not be compliant. FSI recommends that FAA strike the 
all encompassing term ``all equipment or devices'' and clarify the 
intent of this proposed section to include the equipment simulation 
requirements for each level of ``flight simulator'' as well as 
specifically refer to FSD levels A-D and clarify the definition of a 
``flight simulator'' to refer to FSD levels A-D. ATA recommends that 
paragraph (b) be changed to apply to ``any level A simulator'' instead 
of to ``any flight simulator.''
    Delta suggests that Sec.  60.35(b) or the QPS should define the 
performance criteria that will be used under paragraph (b) and state 
that a Level A simulator can be downgraded to a level 6 FTD without 
having to undergo an additional evaluation.
    FAA Response: The FAA adopted several changes to this section that 
are less restrictive than proposed and codify existing practices. The 
revisions include the following: Level A simulators will not be 
eliminated as was proposed; the requirement for Level C and Level D 
simulators in Sec.  60.35(a) will include the equipment and appliances 
installed and operating to the extent necessary for the issuance of an 
airman certificate or rating; the requirement for Level A and Level B 
simulators in Sec.  60.35(b) will include the equipment and appliances 
installed and operating to the extent necessary for the training, 
testing, and checking that comprise the simulation portion of the 
requirements for issuance of an airman certificate or rating. The FAA 
has been careful to define FTD levels and FSS levels and to use the 
appropriate term in the appropriate setting. This should eliminate any 
confusion regarding qualification level and required equipment.

Comments in Response to ARC Recommendation

    In order to give the public an opportunity to comment on the 
recommendations received from the ARC, on February 10, 2004, the FAA 
reopened the comment period for 30 days (69 FR 6216). The comment 
period closed March 11, 2004. The FAA received approximately 30 
comments during the reopened comment period. However, instead of 
addressing the ARC proposal, many of the commenters addressed issues 
from the original NPRM. These comments are similar to comments that 
were previously submitted. Other comments included suggestions for 
minor editorial changes from CAE Inc. and a question from the Co-
Chairman of the Air Transport Association Simulator Technical Issues 
Group asking if part 60 provides for self disclosure of possible non-
compliance with part 60 requirements.
    FAA Response: The FAA reviewed the ARC recommendation and the 
comments received in response to the ARC recommendation. In response to 
the comment regarding part 60 self-disclosure programs, the FAA 
considers the correct vehicle for such self-disclosures to be Advisory 
Circular (AC) 00-58, Voluntary Disclosure Reporting Program. The FAA 
recognizes that the AC, as presently written, is applicable only to 
certificate holders, but believes sponsors qualified under part 60 
could develop a similar program based on the available guidance in the 
advisory material.

Delegation of Authority for Standards Documents

    The FAA has delegated in a separate document, final authority to 
review and issue amendments to appendices A-F to part 60 from the 
Administrator to the Director, Flight Standards Service. Specifically, 
these appendices are the Qualification Performance Standards (QPS) 
documents for: Airplane Full Flight Simulators; Airplane Flight 
Training Devices; Helicopter Full Flight Simulators; Helicopter Flight 
Training Devices; Quality Management Systems for FSTDs; and Definitions 
and Abbreviations for FSTDs.
    The FAA anticipates that these documents will require routine 
changes for a variety of reasons, e.g., increased knowledge about human 
factors, analysis of incident/accident data, and changes in aircraft or 
simulation technology. Because these standards will be regulatory in 
nature, current FAA policy provides for the

[[Page 63424]]

Administrator to review changes before final action on them is 
complete. This process involves significant levels of participation in 
the review process by individuals at all levels of the agency.
    The FAA expects that most future changes to the QPS documents will 
be published in the Federal Register as NPRMs for public comment, just 
as they are published as part of this NPRM. This will be true unless 
``good cause'' exists under the Administrative Procedure Act (APA), 
which would warrant the FAA publishing a change to a QPS document 
without following the standard notice and comment procedures. Under the 
APA, in order for the FAA to issue a rule without following notice and 
comment procedures, the FAA would have to make a good cause finding 
that following notice and comment procedures would be impracticable, 
unnecessary, or contrary to the public interest.
    The FAA does not expect that many changes to the QPS documents will 
justify the expenditure of time and resources at the highest levels of 
the agency that the standard procedures for final review of rulemakings 
require. Therefore, consistent with good government, the FAA is 
streamlining the process for making technical changes to the QPS 
documents by delegating authority for final review and issuance from 
the Administrator to the Director, Flight Standards Service. The FAA 
believes that the delegation will result in more timely responses to 
incident and accident data and advances in aircraft or simulation 
technology.
    Consistent with similar delegations of authority, this authority 
will be exercised with the concurrence of the Office of the Chief 
Counsel. If, at any time during the amendment process the Administrator 
or the Director, Flight Standards Service, determines that a proposed 
amendment would not be appropriate for this streamlined process, the 
rulemaking project would proceed in accordance with the agency's normal 
rulemaking procedures.

Paperwork Reduction Act

    Information collection requirements associated with this final rule 
have been approved previously by the Office of Management and Budget 
(OMB) under the provisions of the Paperwork Reduction Act of 1995 (44 
U.S.C. 3507(d)), and have been assigned OMB Control Number 2120-0680. 
This final rule adds the OMB control number to the table of OMB control 
numbers in 14 CFR 11.201(b). An agency may not collect or sponsor the 
collection of information, nor may it impose an information collection 
requirement unless it displays a currently valid Office of Management 
and Budget (OMB) control number.

International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
reviewed the corresponding ICAO Standards and Recommended Practices and 
has determined that additional modifications to certain QPS sections 
need to be made before the final rule becomes effective. The FAA has 
not included these QPS modifications in this final rule because they 
are beyond the scope of the NPRM. The FAA will make these modifications 
before this final rule becomes effective to comply with ICAO Standards 
and Recommended Practices to the maximum extent practicable.

Regulatory Evaluation Summary

    This final rule establishes 14 CFR part 60, which contains 
requirements for the evaluation, qualification, and maintenance of 
FSTDs.

Total Costs and Benefits of This Rulemaking

    The FAA has determined that the total cost of implementing the new 
part 60 from 2006 to 2015 will be approximately $1.3 million ($1.0 
million, discounted). Nearly all of the $1.3 million over the 10-year 
period will be imposed on the industry. The FAA 10-year cost is 
estimated at $42,000.
    The benefit of this rule is that it will ensure that flight 
crewmembers using FSTDs receive training in a device that closely 
matches the performance and handling characteristics of the aircraft 
being simulated.

Who Is Potentially Affected by This Rulemaking?

    Sponsors of FSTDs, which includes training centers and certain 
airlines, are affected by this rulemaking.

Our Cost Assumptions and Sources of Information

    Discount rate: 7%.
    Period of Analysis: 2006-2015.
    Monetary Values expressed in 2004 dollars.
    Costs per individual action vary depending on whether the sponsor 
is small, medium, or large.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) establishes ``as a 
principle of regulatory issuance that agencies shall endeavor, 
consistent with the objective of the rule and of applicable statutes, 
to fit regulatory and informational requirements to the scale of the 
business, organizations, and governmental jurisdictions subject to 
regulation.'' To achieve that principle, the Act requires agencies to 
solicit and consider flexible regulatory proposals and to explain the 
rationale for their actions. The Act covers a wide-range of small 
entities, including small businesses, not-for-profit organizations and 
small governmental jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis as described in 
the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 act provides that 
the head of the agency may so certify and a regulatory flexibility 
analysis is not required. The certification must include a statement 
providing the factual basis for this determination, and the reasoning 
should be clear.
    The Small Business Administration (SBA) recommends 1,500 or fewer 
employees as the ``small'' size standard that applies to Scheduled 
Passenger Air Transportation (NAICS code 481111). We believe that this 
size standard also applies to simulator sponsors, which include air 
carriers and simulator training centers. For part 60, the FAA 
identified a total of 11 simulator sponsors that meet this size 
standard. For each of these sponsors, the FAA attempted to retrieve 
their annual revenues and to calculate their annualized costs. Annual 
revenue data was only available for 5 out of the 11 sponsors. After 
calculating the prorated annualized costs using the same assumptions 
that were used in the cost section, the FAA then compared annualized 
costs with annualized revenues (see Table 14 for details).

[[Page 63425]]



                                                                   Table 14.--Summary of RFA Determination of Economic Impact
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                           Annual revenues               Annualized    Compliance as percentage of  Significant economic impact?
                                                                   Number of ------------------------------------------    cost of           annual revenues                     y/n
                             Sponsor                               employees                                             compliance  -----------------------------------------------------------
                                                                                  2000          2001          2002           \1\        2000      2001      2002      2000      2001      2002
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
1...............................................................         973          n.a.  $150,712,673          n.a.        $1,828      n.a.      0.00      n.a.      n.a.         N      n.a.
2...............................................................         116   $63,902,519    53,065,814   $43,396,103           474      0.00      0.00      0.00         N         N         N
3...............................................................         563   274,420,131   111,560,208     4,350,617           474      0.00      0.00      0.01         N         N         N
4...............................................................         134    48,765,676    49,320,778    66,015,229           474      0.00      0.00      0.00         N         N         N
5...............................................................         410   224,249,551    96,951,552    92,035,880           474      0.00      0.00      0.00         N         N         N
------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
Source: U.S. Dept. of Trans., FAA, APO 310.
Notes: 1) Annualized using a capital recovery factor of 0.14238, over 10 years, using a 7 percent rate of interest.

    For the 5 sponsors shown in Table 14, annualized costs of the rule 
will be considerably less than one-tenth of one percent of their annual 
revenues. The FAA contends that these costs will not have a significant 
economic impact on these small entities.
    Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C. 
605(b), the Federal Aviation Administration certifies that this rule 
will not have a significant economic impact on a substantial number of 
small entities.

International Trade Impact Assessment

    The Trade Agreements Act of 1979 prohibits Federal agencies from 
engaging in any standards or related activities that create unnecessary 
obstacles to the foreign commerce of the United States. Legitimate 
domestic objectives, such as safety, are not considered unnecessary 
obstacles. The statute also requires consideration of international 
standards and where appropriate, that they be the basis for U.S. 
standards.
    In accordance with the above statute, the FAA has assessed the 
potential effect of this final rule and has determined that it will 
have the same impact on foreign sponsors as on domestic sponsors and, 
therefore, creates no obstacles to the foreign commerce of the United 
States.

Unfunded Mandates Assessment

    The Unfunded Mandates Reform Act of 1995 (the Act) is intended, 
among other things, to curb the practice of imposing unfunded Federal 
mandates on State, local, and tribal governments. Title II of the Act 
requires each Federal agency to prepare a written statement assessing 
the effects of any Federal mandate in a proposed or final agency rule 
that may result in an expenditure of $100 million or more (adjusted 
annually for inflation) in any one year by State, local, and tribal 
governments, in the aggregate, or by the private sector; such a mandate 
is deemed to be a ``significant regulatory action.'' The FAA currently 
uses an inflation-adjusted value of $128.1 million in lieu of $100 
million.
    This final rule does not contain an Unfunded Mandate. The 
requirements of Title II do not apply.

Executive Order 13132, Federalism

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

Environmental Analysis

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

Regulations that Significantly Affect Energy Supply, Distribution, or 
Use

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

List of Subjects

14 CFR Part 1

    Air transportation.

14 CFR Part 11

    Administrative practice and procedure, Reporting and recordkeeping 
requirements.

14 CFR Part 60

    Airmen, Aviation safety, Reporting and recordkeeping requirements.

14 CFR Part 121

    Air carriers, Aircraft, Airmen, Alcohol abuse, Aviation safety, 
Charter flights, Drug abuse, Drug testing, Reporting and recordkeeping 
requirements, Safety, Transportation.

The Amendment

0
The Federal Aviation Administration amends Title 14, Chapter I of the 
Code of Federal Regulations as follows:

PART 1--DEFINITIONS AND ABBREVIATIONS

0
1. The authority citation for part 1 continues to read as follows:


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


0
2. Section 1.1 is amended by adding new definitions in alphabetical 
order to read as follows:


Sec.  1.1  General definitions.

* * * * *
    Flight simulation training device (FSTD) means a flight simulator 
or a flight training device.
* * * * *
    Flight training device (FTD) means a replica of aircraft 
instruments, equipment, panels, and controls in an open flight deck 
area or an enclosed aircraft cockpit replica. It includes the equipment 
and computer programs necessary to represent aircraft (or set of 
aircraft) operations in ground and flight conditions having the full 
range of capabilities of the systems installed in the device as 
described in part 60 of this chapter and the qualification performance 
standard (QPS) for a specific FTD qualification level.
* * * * *
    Full flight simulator (FFS) means a replica of a specific type; or 
make,

[[Page 63426]]

model, and series aircraft cockpit. It includes the assemblage of 
equipment and computer programs necessary to represent aircraft 
operations in ground and flight conditions, a visual system providing 
an out-of-the-cockpit view, a system that provides cues at least 
equivalent to those of a three-degree-of-freedom motion system, and has 
the full range of capabilities of the systems installed in the device 
as described in part 60 of this chapter and the qualification 
performance standards (QPS) for a specific FFS qualification level.
* * * * *

0
3. Section 1.2 is amended by adding new abbreviations in alphabetical 
order to read as follows:


Sec.  1.2  Abbreviations and symbols.

* * * * *
    FFS means full flight simulator.
* * * * *
    FSTD means flight simulation training device.
    FTD means flight training device.
* * * * *

PART 11--GENERAL RULEMAKING PROCEDURES

0
4. The authority citation for part 11 continues to read as follows:


    Authority: 49 U.S.C. 106(g), 40101, 40103, 40105, 40109, 40113, 
44110, 44502, 44701-44702, 44711, and 46102.


0
5. Amend the table in Sec.  11.201(b) by adding an entry for part 60 to 
read as follows:


Sec.  11.201  Office of Management and Budget (OMB) control numbers 
assigned under the Paperwork Reduction Act.

* * * * *
    (b) * * *

------------------------------------------------------------------------
                                                            Current OMB
     14 CFR part or section identified and described      control number
------------------------------------------------------------------------
 
                                * * * * *
Part 60.................................................       2120-0680
 
                                * * * * *
------------------------------------------------------------------------


0
6. Part 60 is added to subchapter D to read as follows:

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

Sec.
60.1 Applicability.
60.2 Applicability of sponsor rules to persons who are not sponsors 
and who are engaged in certain unauthorized activities.
60.3 Definitions.
60.4 Qualification Performance Standards.
60.5 Quality management system.
60.7 Sponsor qualification requirements.
60.9 Additional responsibilities of the sponsor.
60.11 FSTD use.
60.13 FSTD objective data requirements.
60.14 Special equipment and personnel requirements for qualification 
of the FSTD.
60.15 Initial qualification requirements.
60.16 Additional qualifications for a currently qualified FSTD.
60.17 Previously qualified FSTDs.
60.19 Inspection, continuing qualification evaluation, and 
maintenance requirements.
60.20 Logging FSTD discrepancies.
60.21 Interim qualification of FSTDs for new aircraft types or 
models.
60.23 Modifications to FSTDs.
60.25 Operation with missing, malfunctioning, or inoperative 
components.
60.27 Automatic loss of qualification and procedures for restoration 
of qualification.
60.29 Other losses of qualification and procedures for restoration 
of qualification.
60.31 Recordkeeping and reporting.
60.33 Applications, logbooks, reports, and records: Fraud, 
falsification, or incorrect statements.
60.35 Specific full flight simulator compliance requirements.
60.37 FSTD qualification on the basis of a Bilateral Aviation Safety 
Agreement (BASA).
Appendix A to Part 60--Qualification Performance Standards for 
Airplane Full Flight Simulators
Appendix B to Part 60--Qualification Performance Standards for 
Airplane Flight Training Devices
Appendix C to Part 60--Qualification Performance Standards for 
Helicopter Full Flight Simulators
Appendix D to Part 60--Qualification Performance Standards for 
Helicopter Flight Training Devices
Appendix E to Part 60--Quality Management Systems for Flight 
Simulation Training Devices
Appendix F to Part 60--Definitions and Abbreviations for Flight 
Simulation Training Devices


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


Sec.  60.1  Applicability.

    (a) This part prescribes the rules governing the initial and 
continuing qualification and use of all aircraft flight simulation 
training devices (FSTD) used for meeting training, evaluation, or 
flight experience requirements of this chapter for flight crewmember 
certification or qualification.
    (b) The rules of this part apply to each person using or applying 
to use an FSTD to meet any requirement of this chapter.
    (c) The requirements of Sec.  60.33 regarding falsification of 
applications, records, or reports also apply to each person who uses an 
FSTD for training, evaluation, or obtaining flight experience required 
for flight crewmember certification or qualification under this 
chapter.


Sec.  60.2  Applicability of sponsor rules to persons who are not 
sponsors and who are engaged in certain unauthorized activities.

    (a) The rules of this part that are directed to a sponsor of an 
FSTD also apply to any person who uses or causes the use of an FSTD 
when--
    (1) That person knows that the FSTD does not have an FAA-approved 
sponsor; and
    (2) The use of the FSTD by that person is nonetheless claimed for 
purposes of meeting any requirement of this chapter or that person 
knows or should have known that the person's acts or omissions would 
cause another person to mistakenly credit use of the FSTD for purposes 
of meeting any requirement of this chapter.
    (b) A situation in which paragraph (a) of this section would not 
apply to a person would be when each of the following conditions are 
met:
    (1) The person sold or leased the FSTD and merely represented to 
the purchaser or lessee that the FSTD is in a condition in which it 
should be able to obtain FAA approval and qualification under this 
part;
    (2) The person does not falsely claim to be the FAA-approved 
sponsor for the FSTD;
    (3) The person does not falsely make representations that someone 
else is the FAA-approved sponsor of the FSTD at a time when that other 
person is not the FAA-approved sponsor of the FSTD; and
    (4) The person's acts or omissions do not cause another person to 
detrimentally rely on such acts or omissions for the mistaken 
conclusion that the FSTD is FAA-approved and qualified under this part 
at the time the FSTD is sold or leased.


Sec.  60.3  Definitions.

    In addition to the definitions in part 1 of this chapter, other 
terms and definitions applicable to this part are found in appendix F 
of this part.


Sec.  60.4  Qualification Performance Standards.

    The Qualification Performance Standards (QPS) are published in 
appendices to this part as follows:
    (a) Appendix A contains the QPS for Airplane Flight Simulators.
    (b) Appendix B contains the QPS for Airplane Flight Training 
Devices.

[[Page 63427]]

    (c) Appendix C contains the QPS for Helicopter Flight Simulators.
    (d) Appendix D contains the QPS for Helicopter Flight Training 
Devices.
    (e) Appendix E contains the QPS for Quality Management Systems for 
FSTDs.
    (f) Appendix F contains the QPS for Definitions and Abbreviations 
for FSTDs.


Sec.  60.5  Quality management system.

    (a) After October 30, 2009, no sponsor may use or allow the use of 
or offer the use of an FSTD for flight crewmember training or 
evaluation or for obtaining flight experience to meet any requirement 
of this chapter unless the sponsor has established and follows a 
quality management system (QMS), currently approved by the National 
Simulator Program Manager (NSPM), for the continuing surveillance and 
analysis of the sponsor's performance and effectiveness in providing a 
satisfactory FSTD for use on a regular basis as described in QPS 
appendix E of this part.
    (b) The QMS program must provide a process for identifying 
deficiencies in the program and for documenting how the program will be 
changed to address these deficiencies.
    (c) Whenever the NSPM finds that the QMS program does not 
adequately address the procedures necessary to meet the requirements of 
this part, the sponsor must, after notification by the NSPM, change the 
program so the procedures meet the requirements of this part. Each such 
change must be approved by the NSPM prior to implementation.
    (d) Within 30 days after the sponsor receives a notice described in 
paragraph (c) of this section, the sponsor may file a petition with the 
Director of Flight Standards Service (the Director) for reconsideration 
of the NSPM finding. The sponsor must address its petition to the 
Director, Flight Standards Service, AFS-1, Federal Aviation 
Administration, 800 Independence Ave., SW., Washington, DC 20591. The 
filing of such a petition to reconsider stays the notice pending a 
decision by the Director. However, if the Director finds that there is 
a situation that requires immediate action in the interest of safety in 
air commerce, he may, upon a statement of the reasons, require a change 
effective without stay.


Sec.  60.7  Sponsor qualification requirements.

    (a) A person is eligible to apply to be a sponsor of an FSTD if the 
following conditions are met:
    (1) The person holds, or is an applicant for, a certificate under 
part 119, 141, or 142 of this chapter; or holds, or is an applicant 
for, an approved flight engineer course in accordance with part 63 of 
this chapter.
    (2) The FSTD will be used, or will be offered for use, in the 
sponsor's FAA-approved flight training program for the aircraft being 
simulated as evidenced in a request for evaluation submitted to the 
NSPM.
    (b) A person is a sponsor if the following conditions are met:
    (1) The person is a certificate holder under part 119, 141, or 142 
of this chapter or has an approved flight engineer course in accordance 
with part 63 of this chapter.
    (2) The person has--
    (i) Operations specifications authorizing the use of the specific 
aircraft or set of aircraft and has an FAA-approved training program 
under which at least one FSTD, simulating the aircraft or set of 
aircraft and for which the person is the sponsor, is used by the 
sponsor as described in paragraphs (b)(5) or (b)(6) of this section; or
    (ii) Training specifications or an FAA-approved course of training 
under which at least one FSTD, simulating that aircraft or set of 
aircraft and for which the person is the sponsor, is used by the 
sponsor as described in paragraphs (b)(5) or (b)(6) of this section.
    (3) The person has a quality management system currently approved 
by the NSPM in accordance with Sec.  60.5.
    (4) The NSPM has accepted the person as the sponsor of the FSTD and 
that acceptance has not been withdrawn by the FAA.
    (5) At least one FSTD (as referenced in paragraph (b)(2)(i) or 
(b)(2)(ii) of this section) that is initially qualified on or after 
October 30, 2007, is used within the sponsor's FAA-approved flight 
training program for the aircraft or set of aircraft at least once 
within the 12-month period following the initial/upgrade evaluation, 
and at least once within each subsequent 12-month period thereafter.
    (6) At least one FSTD (as referenced in paragraph (b)(2)(i) or 
(b)(2)(ii) of this section) that was qualified before October 30, 2007, 
is used within the sponsor's FAA-approved flight training program for 
the aircraft or set of aircraft at least once within the 12-month 
period following the first continuing qualification evaluation 
conducted by the NSPM after October 30, 2007 and at least once within 
each subsequent 12-month period thereafter.
    (c) If the use requirements of paragraphs (b)(2) and either (b)(5) 
or (b)(6) of this section are not met, the person will forfeit the 
right to sponsor that FSTD and that person will not be eligible to 
apply to sponsor that FSTD for at least 12 calendar months following 
the expiration of the qualification status.
    (d) In addition to the FSTD described in paragraph (b) of this 
section, an FSTD sponsor may sponsor any number of other FSTDs 
regardless of specific aircraft or set of aircraft provided either--
    (1) During the preceding 12-month period, all of the other FSTDs 
are used within the sponsor's or another certificate holder's FAA-
approved flight training program for the aircraft or set of aircraft 
simulated; or
    (2) The sponsor obtains a written statement at least annually from 
a qualified pilot who has flown the aircraft or set of aircraft (as 
appropriate) during the preceding 12-month period stating that the 
subject FSTD's performance and handling qualities, within the normal 
operating envelope, represent the aircraft or set of aircraft described 
in the FAA Type Certificate and the type data sheet, if appropriate. 
The sponsor must retain the two most current written statements for 
review by the NSPM.


Sec.  60.9  Additional responsibilities of the sponsor.

    (a) The sponsor must allow the NSPM upon request to inspect the 
FSTD as soon as practicable. This inspection may include all records 
and documents relating to the FSTD, to determine its compliance with 
this part.
    (b) The sponsor must do the following for each FSTD:
    (1) Establish a mechanism to receive written comments regarding the 
FSTD and its operation in accordance with the QPS appendix E of this 
part.
    (2) Post in or adjacent to the FSTD the Statement of Qualification 
issued by the NSPM. An electronic copy of the Statement of 
Qualification that may be accessed by an appropriate terminal or 
display in or adjacent to the FSTD is satisfactory.
    (c) Each sponsor of an FSTD must identify to the NSPM by name, one 
individual to be the management representative (MR).
    (1) One person may serve as an MR for more than one FSTD, but one 
FSTD must not have more than one person serving in this capacity.
    (2) Each MR must be an employee of the sponsor with the 
responsibility and authority to--
    (i) Monitor the on-going qualification of assigned FSTDs to ensure 
that all matters regarding FSTD qualification are being carried out as 
provided for in this part;

[[Page 63428]]

    (ii) Ensure that the QMS is properly established, implemented, and 
maintained by overseeing the structure (and modifying where necessary) 
of the QMS policies, practices, and procedures; and
    (iii) Regularly brief sponsor's management on the status of the on-
going FSTD qualification program and the effectiveness and efficiency 
of the QMS.
    (3) The MR serves as the primary contact point for all matters 
between the sponsor and the NSPM regarding the qualification of that 
FSTD as provided for in this part.
    (4) The MR may delegate the duties described in paragraph (c)(2) 
and (c)(3) of this section to an individual at each of the sponsor's 
locations.


Sec.  60.11  FSTD use.

    No person may use or allow the use of or offer the use of an FSTD 
for flight crewmember training or evaluation or for obtaining flight 
experience to meet any of the requirements under this chapter unless, 
in accordance with the QPS for the specific device, the FSTD meets all 
of the following:
    (a) Has a single sponsor who is qualified under Sec.  60.7. The 
sponsor may arrange with another person for services of document 
preparation and presentation, as well as FSTD inspection, maintenance, 
repair, and servicing; however, the sponsor remains responsible for 
ensuring that these functions are conducted in a manner and with a 
result of continually meeting the requirements of this part.
    (b) Is qualified as described in the Statement of Qualification.
    (c) Remains qualified, through satisfactory inspection, continuing 
qualification evaluations, appropriate maintenance, and use 
requirements in accordance with this part and the applicable QPS.
    (d) Functions during day-to-day training, evaluation, or flight 
experience activities with the software and hardware that was evaluated 
as satisfactory by the NSPM and, if modified, modified only in 
accordance with the provisions of this part. However, this section does 
not apply to routine software or hardware changes that do not fall 
under the requirements of Sec.  60.23.
    (e) Is operated in accordance with the provisions and limitations 
of Sec.  60.25.


Sec.  60.13  FSTD objective data requirements.

    (a) Except as provided in paragraph (b) and (c) of this section, 
for the purposes of validating FSTD performance and handling qualities 
during evaluation for qualification, the data made available to the 
NSPM (the validation data package) must include the aircraft 
manufacturer's flight test data and all relevant data developed after 
the type certificate was issued (e.g., data developed in response to an 
airworthiness directive) if such data results from a change in 
performance, handling qualities, functions, or other characteristics of 
the aircraft that must be considered for flight crewmember training, 
evaluation, or for meeting experience requirements of this chapter.
    (b) The validation data package may contain flight test data from a 
source in addition to or independent of the aircraft manufacturer's 
data in support of an FSTD qualification, but only if this data is 
gathered and developed by that source in accordance with flight test 
methods, including a flight test plan, as described in the applicable 
QPS.
    (c) The validation data package may also contain predicted data, 
engineering simulation data, data from pilot owner or pilot operating 
manuals, or data from public domain sources, provided this data is 
acceptable to the NSPM. If found acceptable the data may then be used 
in particular applications for FSTD qualification.
    (d) Data or other material or elements must be submitted in a form 
and manner acceptable to the NSPM.
    (e) The NSPM may require additional objective data, which may 
include flight testing if necessary, if the validation data package 
does not support FSTD qualification requirements as described in this 
part and the applicable QPS appendix.
    (f) When an FSTD sponsor learns, or is advised by an aircraft 
manufacturer or other data provider, that an addition to, an amendment 
to, or a revision of data that may relate to FSTD performance or 
handling characteristics is available, the sponsor must notify the NSPM 
as described in the applicable QPS.


Sec.  60.14  Special equipment and personnel requirements for 
qualification of the FSTD.

    When notified by the NSPM, the sponsor must make available all 
special equipment and qualified personnel needed to accomplish or 
assist in the accomplishment of tests during initial qualification, 
continuing qualification, or special evaluations.


Sec.  60.15  Initial qualification requirements.

    (a) For each FSTD, the sponsor must submit a request to the NSPM to 
evaluate the FSTD for initial qualification at a specific level and 
simultaneously request the Training Program Approval Authority (TPAA) 
forward a concurring letter to the NSPM. The request must be submitted 
in the form and manner described in the applicable QPS.
    (b) The management representative described in Sec.  60.9(c) must 
sign a statement (electronic signature is acceptable for electronic 
transmissions) after confirming the following:
    (1) The performance and handling qualities of the FSTD represent 
those of the aircraft or set of aircraft within the normal operating 
envelope. This determination must be made by a pilot(s) meeting the 
requirements of paragraph (d) of this section after having flown all of 
the Operations Tasks listed in the applicable QPS appendix relevant to 
the qualification level of the FSTD. Exceptions, if any, must be noted. 
The name of the person(s) making this determination must be available 
to the NSPM upon request.
    (2) The FSTD systems and sub-systems (including the simulated 
aircraft systems) functionally represent those in the aircraft or set 
of aircraft. This determination must be made by the pilot(s) described 
in paragraph (b)(1) of this section, or by a person(s) trained on 
simulator systems/sub-systems and trained on the operation of the 
simulated aircraft systems, after having exercised the operation of the 
FSTD and the pertinent functions available through the Instructor 
Operating Station(s). Exceptions, if any, must be noted. The name of 
the person(s) making this determination must be available to the NSPM 
upon request.
    (3) The cockpit represents the configuration of the specific type; 
or aircraft make, model, and series aircraft being simulated, as 
appropriate. This determination must be made by the pilot(s) described 
in paragraph (b)(1) of this section, or by a person(s) trained on the 
configuration and operation of the aircraft simulated. Exceptions, if 
any, must be noted. The name of the person(s) making this determination 
must be available to the NSPM upon request.
    (c) Except for those FSTDs previously qualified and described in 
Sec.  60.17, each FSTD evaluated for initial qualification must meet 
the standard that is in effect at the time of the evaluation. However--
    (1) If the FAA publishes a change to the existing standard or 
publishes a new standard for the evaluation for initial qualification, 
a sponsor may request that the NSPM apply the standard that was in 
effect when an FSTD was ordered for delivery if the sponsor--
    (i) Within 30 days of the publication of the change to the existing 
standard or publication of the new standard, notifies the NSPM that an 
FSTD has been ordered;

[[Page 63429]]

    (ii) Within 90 days of the NSPM notification described in paragraph 
(c)(1)(i) of this section, requests that the standard in effect at the 
time the order was placed be used for the evaluation for initial 
qualification; and
    (iii) The evaluation is conducted within 24 months following the 
publication of the change to the existing standard or publication of 
the new standard.
    (2) This notification must include a description of the FSTD; the 
anticipated qualification level of the FSTD; the make, model, and 
series of aircraft simulated; and any other pertinent information.
    (3) Any tests, tolerances, or other requirements that are current 
at the time of the evaluation may be used during the initial 
evaluation, at the request of the sponsor, if the sponsor provides 
acceptable updates to the required qualification test guide.
    (4) The standards used for the evaluation for initial qualification 
will be used for all subsequent evaluations of the FSTD.
    (d) The pilot(s) who contributes to the confirmation statement 
required by paragraph (b) of this section must--
    (1) Be designated by the sponsor; and
    (2) Be qualified in--
    (i) The aircraft or set of aircraft being simulated; or
    (ii) For aircraft not yet issued a type certificate, or aircraft 
not previously operated by the sponsor or not having previous FAA-
approved training programs conducted by the sponsor, an aircraft 
similar in size and configuration.
    (e) The subjective tests that form the basis for the statements 
described in paragraph (b) of this section and the objective tests 
referenced in paragraph (f) of this section must be accomplished at the 
sponsor's training facility, except as provided for in the applicable 
QPS.
    (f) The person seeking to qualify the FSTD must provide the NSPM 
access to the FSTD for the length of time necessary for the NSPM to 
complete the required evaluation of the FSTD for initial qualification, 
which includes the conduct and evaluation of objective and subjective 
tests, including general FSTD requirements, as described in the 
applicable QPS, to determine that the FSTD meets the standards in that 
QPS.
    (g) When the FSTD passes an evaluation for initial qualification, 
the NSPM issues a Statement of Qualification that includes all of the 
following:
    (1) Identification of the sponsor.
    (2) Identification of the make, model, and series of the aircraft 
or set of aircraft being simulated.
    (3) Identification of the configuration of the aircraft or set of 
aircraft being simulated (e.g., engine model or models, flight 
instruments, or navigation or other systems).
    (4) A statement that the FSTD is qualified as either a full flight 
simulator or a flight training device.
    (5) Identification of the qualification level of the FSTD.
    (6) A statement that (with the exception of the noted exclusions 
for which the FSTD has not been subjectively tested by the sponsor or 
the NSPM and for which qualification is not sought) the qualification 
of the FSTD includes the tasks set out in the applicable QPS appendix 
relevant to the qualification level of the FSTD.
    (h) After the NSPM completes the evaluation for initial 
qualification, the sponsor must update the Qualification Test Guide 
(QTG), with the results of the FAA-witnessed tests together with the 
results of all the objective tests described in the applicable QPS.
    (i) Upon issuance of the Statement of Qualification the updated QTG 
becomes the Master Qualification Test Guide (MQTG). The MQTG must be 
made available to the NSPM upon request.


Sec.  60.16  Additional qualifications for a currently qualified FSTD.

    (a) A currently qualified FSTD is required to undergo an additional 
qualification process if a user intends to use the FSTD for meeting 
training, evaluation, or flight experience requirements of this chapter 
beyond the qualification issued for that FSTD. This process consists of 
the following:
    (1) The sponsor:
    (i) Must submit to the NSPM all modifications to the MQTG that are 
required to support the additional qualification.
    (ii) Must describe to the NSPM all modifications to the FSTD that 
are required to support the additional qualification.
    (iii) Must submit to the NSPM a confirmation statement as described 
in Sec.  60.15(c) that a pilot, designated by the sponsor in accordance 
with Sec.  60.15(d), has subjectively evaluated the FSTD in those areas 
not previously evaluated.
    (2) The FSTD must successfully pass an evaluation--
    (i) Consisting of all the elements of an initial evaluation for 
qualification in those circumstances where the NSPM has determined that 
all the elements of an initial evaluation for qualification is 
necessary; or
    (ii) Consisting of those elements of an initial evaluation for 
qualification designated as necessary by the NSPM.
    (b) In making the determinations described in paragraph (a)(2) of 
this section, the NSPM considers factors including the existing 
qualification of the FSTD, any modifications to the FSTD hardware or 
software that are involved, and any additions or modifications to the 
MQTG.
    (c) The FSTD is qualified for the additional uses when the NSPM 
issues an amended Statement of Qualification in accordance with Sec.  
60.15(h).
    (d) The sponsor may not modify the FSTD except as described in 
Sec.  60.23.


Sec.  60.17  Previously qualified FSTDs.

    (a) Unless otherwise specified by an FSTD Directive, further 
referenced in the applicable QPS, or as specified in paragraph (e) of 
this section, an FSTD qualified before October 30, 2007 will retain its 
qualification basis as long as it continues to meet the standards, 
including the objective test results recorded in the MQTG and 
subjective tests, under which it was originally evaluated, regardless 
of sponsor. The sponsor of such an FSTD must comply with the other 
applicable provisions of this part.
    (b) For each FSTD qualified before October 30, 2007, no sponsor may 
use or allow the use of or offer the use of such an FSTD after October 
30, 2013 for flight crewmember training, evaluation or flight 
experience to meet any of the requirements of this chapter, unless that 
FSTD has been issued a Statement of Qualification, including the 
Configuration List and the List of Qualified Tasks in accordance with 
the procedures set out in the applicable QPS.
    (c) If the FSTD qualification is lost under Sec.  60.27 and--
    (i) Restored under Sec.  60.27 in less than (2) years, then the 
qualification basis (in terms of objective tests and subjective tests) 
for the re-qualification will be those against which the FSTD was 
originally evaluated and qualified.
    (ii) Not restored under Sec.  60.27 for two (2) years or more, then 
the qualification basis (in terms of objective tests and subjective 
tests) for the re-qualification will be those standards in effect and 
current at the time of re-qualification application.
    (d) Except as provided in paragraph (e) of this section, any change 
in FSTD qualification level initiated on or after October 30, 2007 
requires an evaluation for initial qualification in accordance with 
this part.
    (e) A sponsor may request that an FSTD be permanently downgraded. 
In such a case, the NSPM may downgrade a qualified FSTD without 
requiring and without conducting an initial evaluation for the new 
qualification level. Subsequent continuing qualification

[[Page 63430]]

evaluations will use the existing MQTG, modified as necessary to 
reflect the new qualification level.
    (f) When the sponsor has appropriate validation data available and 
receives approval from the NSPM, the sponsor may adopt tests and 
associated tolerances described in the current qualification standards 
as the tests and tolerances applicable for the continuing qualification 
of a previously qualified FSTD. The updated test(s) and tolerance(s) 
must be made a permanent part of the MQTG.


Sec.  60.19  Inspection, continuing qualification evaluation, and 
maintenance requirements.

    (a) Inspection. No sponsor may use or allow the use of or offer the 
use of an FSTD for flight crewmember training, evaluation, or flight 
experience to meet any of the requirements of this chapter unless the 
sponsor does the following:
    (1) Accomplishes all appropriate objective tests each year as 
specified in the applicable QPS.
    (2) Completes a functional preflight check within the preceding 24 
hours.
    (b) Continuing qualification evaluation.
    (1) This evaluation consists of objective tests, and subjective 
tests, including general FSTD requirements, as described in the 
applicable QPS or as may be amended by an FSTD Directive.
    (2) The sponsor must contact the NSPM to schedule the FSTD for 
continuing qualification evaluations not later than 60 days before the 
evaluation is due.
    (3) The sponsor must provide the NSPM access to the objective test 
results in the MQTG and access to the FSTD for the length of time 
necessary for the NSPM to complete the required continuing 
qualification evaluations.
    (4) The frequency of NSPM-conducted continuing qualification 
evaluations for each FSTD will be established by the NSPM and specified 
in the MQTG.
    (5) Continuing qualification evaluations conducted in the calendar 
month before or after the calendar month in which these continuing 
qualification evaluations are required will be considered to have been 
conducted in the calendar month in which they were required.
    (6) No sponsor may use or allow the use of or offer the use of an 
FSTD for flight crewmember training or evaluation or for obtaining 
flight experience for the flight crewmember to meet any requirement of 
this chapter unless the FSTD has passed an NSPM-conducted continuing 
qualification evaluation within the time frame specified in the MQTG or 
within the grace period as described in paragraph (b)(5) of this 
section.
    (c) Maintenance. The sponsor is responsible for continuing 
corrective and preventive maintenance on the FSTD to ensure that it 
continues to meet the requirements of this part and the applicable QPS 
appendix. No sponsor may use or allow the use of or offer the use of an 
FSTD for flight crewmember training, evaluation, or flight experience 
to meet any of the requirements of this chapter unless the sponsor does 
the following:
    (1) Maintains a discrepancy log.
    (2) Ensures that, when a discrepancy is discovered, the following 
requirements are met:
    (i) A description of each discrepancy is entered in the log and 
remains in the log until the discrepancy is corrected as specified in 
Sec.  60.25(b).
    (ii) A description of the corrective action taken for each 
discrepancy, the identity of the individual taking the action, and the 
date that action is taken is entered in the log.
    (iii) The discrepancy log is kept in a form and manner acceptable 
to the Administrator and is kept in or adjacent to the FSTD. An 
electronic log that may be accessed by an appropriate terminal or 
display in or adjacent to the FSTD is satisfactory.


Sec.  60.20  Logging FSTD discrepancies.

    Each instructor, check airman, or representative of the 
Administrator conducting training, evaluation, or flight experience, 
and each person conducting the preflight inspection who discovers a 
discrepancy, including any missing, malfunctioning, or inoperative 
components in the FSTD, must write or cause to be written a description 
of that discrepancy into the discrepancy log at the end of the FSTD 
preflight or FSTD use session.


Sec.  60.21  Interim qualification of FSTDs for new aircraft types or 
models.

    (a) A sponsor may apply for and the NSPM may issue an interim 
qualification level for an FSTD for a new type or model of aircraft, 
even though the aircraft manufacturer's aircraft data package is 
preliminary, if the sponsor provides the following to the satisfaction 
of the NSPM--
    (1) The aircraft manufacturer's data, which consists of at least 
predicted data, validated by a limited set of flight test data;
    (2) The aircraft manufacturer's description of the prediction 
methodology used to develop the predicted data; and
    (3) The QTG test results.
    (b) An FSTD that has been issued interim qualification is deemed to 
have been issued initial qualification unless the NSPM rescinds the 
qualification. Interim qualification terminates two years after its 
issuance, unless the NSPM determines that specific conditions warrant 
otherwise.
    (c) Within twelve months of the release of the final aircraft data 
package by the aircraft manufacturer, but no later than two years after 
the issuance of the interim qualification status, the sponsor must 
apply for initial qualification in accordance with Sec.  60.15 based on 
the final aircraft data package approved by the aircraft manufacturer, 
unless the NSPM determines that specific conditions warrant otherwise.
    (d) An FSTD with interim qualification may be modified only in 
accordance with Sec.  60.23.


Sec.  60.23  Modifications to FSTDs.

    (a) Description of a modification. For the purposes of this part, 
an FSTD is said to have been modified when:
    (1) Equipment or devices intended to simulate aircraft appliances 
are added to or removed from FSTD, which change the Statement of 
Qualification or the MQTG; or
    (2) Changes are made to either software or hardware that are 
intended to impact flight or ground dynamics; changes are made that 
impact performance or handling characteristics of the FSTD (including 
motion, visual, control loading, or sound systems for those FSTD levels 
requiring sound tests and measurements); or changes are made to the 
MQTG.
    (b) FSTD Directive. When the FAA determines that FSTD modification 
is necessary for safety of flight reasons, the sponsor of each affected 
FSTD must ensure that the FSTD is modified according to the FSTD 
Directive regardless of the original qualification standards applicable 
to any specific FSTD.
    (c) Using the modified FSTD. The sponsor may not use, or allow the 
use of, or offer the use of, the FSTD with the proposed modification 
for flight crewmember training or evaluation or for obtaining flight 
experience for the flight crewmember to meet any requirement of this 
chapter unless:
    (1) The sponsor has notified the NSPM and the TPAA of their intent 
to incorporate the proposed modification, and one of the following has 
occurred;
    (i) Twenty-one days have passed since the sponsor notified the NSPM 
and the TPAA of the proposed modification and the sponsor has not 
received any response from either the NSPM or the TPAA;
    (ii) Twenty-one days have passed since the sponsor notified the 
NSPM

[[Page 63431]]

and the TPAA of the proposed modification and one has approved the 
proposed modification and the other has not responded;
    (iii) Fewer than twenty-one days have passed since the sponsor 
notified the NSPM and the TPAA of the proposed modification and the 
NSPM and TPAA both approve the proposed modification;
    (iv) The sponsor has successfully completed any evaluation the NSPM 
may require in accordance with the standards for an evaluation for 
initial qualification or any part thereof before the modified FSTD is 
placed in service.
    (2) The notification is submitted with the content as, and in a 
form and manner as, specified in the applicable QPS.
    (d) User notification. When a modification is made to an FSTD that 
affects the Statement of Qualification, the sponsor must post an 
addendum to the Statement of Qualification until such time as a 
permanent, updated statement is posted.
    (e) MQTG update. The MQTG must be updated with current objective 
test results in accordance with Sec.  60.15(h) and (i) and appropriate 
objective data in accordance with Sec.  60.13, each time an FSTD is 
modified and an objective test or other MQTG section is affected by the 
modification. If an FSTD Directive is the cause of this update, the 
direction to make the modification and the record of the modification 
completion must be filed in the MQTG.


Sec.  60.25  Operation with missing, malfunctioning, or inoperative 
components.

    (a) No person may knowingly use or allow the use of or misrepresent 
the capability of an FSTD for any maneuver, procedure, or task that is 
to be accomplished to meet training, evaluation, or flight experience 
requirements of this chapter for flight crewmember certification or 
qualification when there is a missing, malfunctioning, or inoperative 
(MMI) component that is required to be present and correctly operate 
for the satisfactory completion of that maneuver, procedure, or task.
    (b) Each MMI component as described in paragraph (a) of this 
section, or any MMI component installed and required to operate 
correctly to meet the current Statement of Qualification, must be 
repaired or replaced within 30 calendar days, unless otherwise required 
or authorized by the NSPM.
    (c) A list of the current MMI components must be readily available 
in or adjacent to the FSTD for review by users of the device. 
Electronic access to this list via an appropriate terminal or display 
in or adjacent to the FSTD is satisfactory. The discrepancy log may be 
used to satisfy this requirement provided each currently MMI component 
is listed in the discrepancy log.


Sec.  60.27  Automatic loss of qualification and procedures for 
restoration of qualification.

    (a) An FSTD qualification is automatically lost when any of the 
following occurs:
    (1) The FSTD is not used in the sponsor's FAA-approved flight 
training program in accordance with Sec.  60.7(b)(5) or (b)(6) and the 
sponsor does not obtain and maintain the written statement as described 
in Sec.  60.7(d)(2).
    (2) The FSTD is not inspected in accordance with Sec.  60.19.
    (3) The FSTD is physically moved from one location and installed in 
a different location, regardless of distance.
    (4) The MQTG is missing or otherwise not available and a 
replacement is not made within 30 days.
    (b) If FSTD qualification is lost under paragraph (a) of this 
section, qualification is restored when either of the following 
provisions is met:
    (1) The FSTD successfully passes an evaluation:
    (i) For initial qualification, in accordance with Sec. Sec.  60.15 
and 60.17(c) in those circumstances where the NSPM has determined that 
a full evaluation for initial qualification is necessary; or
    (ii) For those elements of an evaluation for initial qualification, 
in accordance with Sec. Sec.  60.15 and 60.17(c), as determined to be 
necessary by the NSPM.
    (2) The NSPM advises the sponsor that an evaluation is not 
necessary.
    (c) In making the determinations described in paragraph (b) of this 
section, the NSPM considers factors including the number of continuing 
qualification evaluations missed, the number of sponsor-conducted 
quarterly inspections missed, and the care that had been taken of the 
device since the last evaluation.


Sec.  60.29  Other losses of qualification and procedures for 
restoration of qualification.

    (a) Except as provided in paragraph (c) of this section, when the 
NSPM determines that the FSTD no longer meets qualification standards, 
the following procedure applies:
    (1) The NSPM notifies the sponsor in writing that the FSTD no 
longer meets some or all of its qualification standards.
    (2) The NSPM sets a reasonable period (but not less than 7 days) 
within which the sponsor may submit written information, views, and 
arguments on the FSTD qualification.
    (3) After considering all material presented, the NSPM notifies the 
sponsor about the determination with regard to the qualification of the 
FSTD.
    (4) When the NSPM notifies the sponsor that some or all of the FSTD 
is no longer qualified, the action described in the notification 
becomes effective not less than 30 days after the sponsor receives that 
notice unless--
    (i) The NSPM finds under paragraph (c) of this section that there 
is an emergency requiring immediate action with respect to safety in 
air commerce; or
    (ii) The sponsor petitions the Director of Flight Standards Service 
for reconsideration of the NSPM finding under paragraph (b) of this 
section.
    (b) When a sponsor seeks reconsideration of a decision from the 
NSPM concerning the FSTD qualification, the following procedure 
applies:
    (1) The sponsor must petition for reconsideration of that decision 
within 30 days of the date that the sponsor receives a notice that some 
or all of the FSTD is no longer qualified.
    (2) The sponsor must address its petition to the Director, Flight 
Standards Service, AFS-1, Federal Aviation Administration, 800 
Independence Ave., SW., Washington, DC 20591.
    (3) A petition for reconsideration, if filed within the 30-day 
period, suspends the effectiveness of the determination by the NSPM 
that the FSTD is no longer qualified unless the NSPM has found, under 
paragraph (c) of this section, that an emergency exists requiring 
immediate action with respect to safety in air commerce.
    (c) If the NSPM find that an emergency exists requiring immediate 
action with respect to safety in air commerce that makes the procedures 
set out in this section impracticable or contrary to the public 
interest:
    (1) The NSPM withdraws qualification of some or all of the FSTD and 
makes the withdrawal of qualification effective on the day the sponsor 
receives notice of it.
    (2) In the notice to the sponsor, the NSPM articulates the reasons 
for its finding that an emergency exists requiring immediate action 
with respect to safety in air transportation or air commerce or that 
makes it impracticable or contrary to the public interest to stay the 
effectiveness of the finding.
    (d) FSTD qualification lost under paragraph (a) or (c) of this 
section may be restored when either of the following provisions are 
met:
    (1) The FSTD successfully passes an evaluation for initial 
qualification, in accordance with Sec. Sec.  60.15 and 60.17(c)

[[Page 63432]]

in those circumstances where the NSPM has determined that a full 
evaluation for initial qualification is necessary; or
    (2) The FSTD successfully passes an evaluation for those elements 
of an initial qualification evaluation, in accordance with Sec. Sec.  
60.15 and 60.17(c), as determined to be necessary by the NSPM.
    (e) In making the determinations described in paragraph (d) of this 
section, the NSPM considers factors including the reason for the loss 
of qualification, any repairs or replacements that may have to have 
been completed, the number of continuing qualification evaluations 
missed, the number of sponsor-conducted quarterly inspections missed, 
and the care that had been taken of the device since the loss of 
qualification.


Sec.  60.31  Recordkeeping and reporting.

    (a) The FSTD sponsor must maintain the following records for each 
FSTD it sponsors:
    (1) The MQTG and each amendment thereto.
    (2) A record of all FSTD modifications affected under Sec.  60.23 
since the issuance of the original Statement of Qualification.
    (3) A copy of all of the following:
    (i) Results of the qualification evaluations (initial and each 
upgrade) since the issuance of the original Statement of Qualification.
    (ii) Results of the objective tests conducted in accordance with 
Sec.  60.19(a) for a period of 2 years.
    (iii) Results of the previous three continuing qualification 
evaluations, or the continuing qualification evaluations from the 
previous 2 years, whichever covers a longer period.
    (iv) Comments obtained in accordance with Sec.  60.9(b) for a 
period of at least 90 days.
    (4) A record of all discrepancies entered in the discrepancy log 
over the previous 2 years, including the following:
    (i) A list of the components or equipment that were or are missing, 
malfunctioning, or inoperative.
    (ii) The action taken to correct the discrepancy.
    (iii) The date the corrective action was taken.
    (iv) The identity of the person determining that the discrepancy 
has been corrected.
    (b) The records specified in this section must be maintained in 
plain language form or in coded form if the coded form provides for the 
preservation and retrieval of information in a manner acceptable to the 
NSPM.


Sec.  60.33  Applications, logbooks, reports, and records: Fraud, 
falsification, or incorrect statements.

    (a) No person may make, or cause to be made, any of the following:
    (1) A fraudulent or intentionally false statement in any 
application or any amendment thereto, or any other report or test 
result required by this part.
    (2) A fraudulent or intentionally false statement in or a known 
omission from any record or report that is kept, made, or used to show 
compliance with this part, or to exercise any privileges under this 
chapter.
    (3) Any reproduction or alteration, for fraudulent purpose, of any 
report, record, or test result required under this part.
    (b) The commission by any person of any act prohibited under 
paragraph (a) of this section is a basis for any one or any combination 
of the following:
    (1) A civil penalty.
    (2) Suspension or revocation of any certificate held by that person 
that was issued under this chapter.
    (3) The removal of FSTD qualification and approval for use in a 
training program.
    (c) The following may serve as a basis for removal of qualification 
of an FSTD including the withdrawal of approval for use of an FSTD; or 
denying an application for a qualification:
    (1) An incorrect statement, upon which the FAA relied or could have 
relied, made in support of an application for a qualification or a 
request for approval for use.
    (2) An incorrect entry, upon which the FAA relied or could have 
relied, made in any logbook, record, or report that is kept, made, or 
used to show compliance with any requirement for an FSTD qualification 
or an approval for use.


Sec.  60.35  Specific full flight simulator compliance requirements.

    (a) No device will be eligible for initial or upgrade qualification 
to a FFS at Level C or Level D under this part unless it includes the 
equipment and appliances installed and operating to the extent 
necessary for the issuance of an airman certificate or rating.
    (b) No device will be eligible for initial or upgrade qualification 
to a FFS at Level A or Level B under this part unless it includes the 
equipment and appliances installed and operating to the extent 
necessary for the training, testing, and/or checking that comprise the 
simulation portion of the requirements for issuance of an airman 
certificate or rating.


Sec.  60.37  FSTD qualification on the basis of a Bilateral Aviation 
Safety Agreement (BASA).

    (a) The evaluation and qualification of an FSTD by a contracting 
State to the Convention on International Civil Aviation for the sponsor 
of an FSTD located in that contracting State may be used as the basis 
for issuing a U.S. statement of qualification (see applicable QPS, 
attachment 4, figure 4) by the NSPM to the sponsor of that FSTD in 
accordance with--
    (1) A BASA between the United States and the Contracting State that 
issued the original qualification; and
    (2) A Simulator Implementation Procedure (SIP) established under 
the BASA.
    (b) The SIP must contain any conditions and limitations on 
validation and issuance of such qualification by the U.S.

Appendix A to Part 60--Qualification Performance Standards for Airplane 
Full Flight Simulators

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

Begin Information

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

Table of Contents

    1. Introduction.
    2. Applicability (Sec. Sec.  60.1 and 60.2).
    3. Definitions (Sec.  60.3).
    4. Qualification Performance Standards (Sec.  60.4).
    5. Quality Management System (Sec.  60.5).
    6. Sponsor Qualification Requirements (Sec.  60.7).
    7. Additional Responsibilities of the Sponsor (Sec.  60.9).
    8. Simulator Use (Sec.  60.11).
    9. Simulator Objective Data Requirements (Sec.  60.13).
    10. Special Equipment and Personnel Requirements for 
Qualification of the Simulator (Sec.  60.14).
    11. Initial (and Upgrade) Qualification Requirements (Sec.  
60.15).
    12. Additional Qualifications for a Currently Qualified 
Simulator (Sec.  60.16).
    13. Previously Qualified Simulators (Sec.  60.17).
    14. Inspection, Continuing Qualification Evaluation, and 
Maintenance Requirements (Sec.  60.19).
    15. Logging Simulator Discrepancies (Sec.  60.20).
    16. Interim Qualification of Simulators for New Airplane Types 
or Models (Sec.  60.21).
    17. Modifications to Simulators (Sec.  60.23).

[[Page 63433]]

    18. Operations with Missing, Malfunctioning, or Inoperative 
Components (Sec.  60.25).
    19. Automatic Loss of Qualification and Procedures for 
Restoration of Qualification (Sec.  60.27).
    20. Other Losses of Qualification and Procedures for Restoration 
of Qualification (Sec.  60.29).
    21. Record keeping and Reporting (Sec.  60.31).
    22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33).
    23. Specific Full Flight Simulator Compliance Requirements 
(Sec.  60.35).
    24. [Reserved]
    25. FSTD Qualification on the Basis of a Bilateral Aviation 
Safety Agreement (BASA) (Sec.  60.37).
    Attachment 1 to Appendix A to Part 60--General Simulator 
Requirements.
    Attachment 2 to Appendix A to Part 60--Full Flight Simulator 
(FFS) Objective Test.
    Attachment 3 to Appendix A to Part 60--Simulator Subjective 
Evaluation.
    Attachment 4 to Appendix A to Part 60--Sample Documents.
    Attachment 5 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use.

End Information

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category 
II Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne 
Wind Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification 
of Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the internet at http://www.faa.gov/atpubs.

End Information

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

2. Applicability (Sec. Sec.  60.1 & 60.2)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.1, Applicability, or to Sec.  60.2, 
Applicability of sponsor rules to persons who are not sponsors and 
who are engaged in certain unauthorized activities.

End Information

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

3. Definitions (Sec.  60.3)

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

Begin Information

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

End Information

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

4. Qualification Performance Standards (Sec.  60.4)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.4, Qualification Performance Standards.

End Information

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

5. Quality Management System (Sec.  60.5)

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

Begin Information

    See appendix E for additional regulatory and informational 
material regarding Quality Management Systems.

End Information

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

6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FFS, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the airplane simulated 
during the 12-month period described. The identification of the 
specific FFS may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FFS at least once during the prescribed period. There is no minimum 
number of hours or minimum FFS periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own 
use, in its own facility or elsewhere--this single FFS forms the 
basis for the sponsorship. The sponsor uses that FFS at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the airplane simulated. This 12-month period is 
established according to the following schedule:
    (i) If the FFS was qualified prior to October 30, 2007 the 12-
month period begins on the date of the first continuing 
qualification evaluation conducted in accordance with Sec.  60.19 
after October 30, 2007 and continues for each subsequent 12-month 
period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its 
facility or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec.  
60.7(d)(1));
    OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-

[[Page 63434]]

approved flight training program for the airplane simulated (as 
described in Sec.  60.7(d)(1)). This 12-month period is established 
in the same manner as in example one.
    OR
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the airplane, not the subject FFS or another 
FFS, during the preceding 12-month period) stating that the subject 
FFSs performance and handling qualities represent the airplane (as 
described in Sec.  60.7(d)(2)). This statement is provided at least 
once in each 12-month period established in the same manner as in 
example one.
    (b) There is no minimum number of hours of FFS use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, record keeping, QMS program).
    (c) All of the FFSs in the Chicago and Moscow centers could be 
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FFSs in the Chicago and 
Moscow centers) because--
    (i) Each FFS in the Chicago center and each FFS in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the airplane (as described in Sec.  
60.7(d)(1));
    OR
    (ii) A statement is obtained from a qualified pilot (having 
flown the airplane, not the subject FFS or another FFS during the 
preceding 12-month period) stating that the performance and handling 
qualities of each FFS in the Chicago and Moscow centers represents 
the airplane (as described in Sec.  60.7(d)(2)).

End Information

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7. Additional Responsibilities of the Sponsor (Sec.  60.9)

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

Begin Information

    The phrase ``as soon as practicable'' in Sec.  60.9(a) means 
without unnecessarily disrupting or delaying beyond a reasonable 
time the training, evaluation, or experience being conducted in the 
FSTD.

End Information

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8. Simulator Use (Sec.  60.11)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.11, Simulator Use.

End Information

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

9. Simulator Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

    a. Flight test data used to validate FFS performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table A2D.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FFS validation process;
    (2) In a manner that is clearly readable and annotated correctly 
and completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table A2A of this appendix.
    (4) With any necessary instructions or other details provided, 
such as yaw damper or throttle position; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FFS at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
are those data that are used to validate the performance, handling 
qualities, or other characteristics of the aircraft, including data 
related to any relevant changes occurring after the type certificate 
was issued. This notification must be made within 10 working days.

End QPS Requirements

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

Begin Information

    e. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person having supplied the aircraft data package for the 
FFS in order to facilitate the notification required by Sec.  
60.13(f).
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (a validation data 
roadmap) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify 
sources of data for all required tests, a description of the 
validity of these data for a specific engine type and thrust rating 
configuration, and the revision levels of all avionics affecting the 
performance or flying qualities of the aircraft. Additionally, this 
document should provide other information, such as the rationale or 
explanation for cases where data or data parameters are missing, 
instances where engineering simulation data are used or where flight 
test methods require further explanations. It should also provide a 
brief narrative describing the cause and effect of any deviation 
from data requirements. The aircraft manufacturer may provide this 
document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FFS evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FFS, and discuss the 
flight test plan anticipated for acquiring such data with the NSPM 
well in advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu 
of a time-history result, Attachment 2 requires the sponsor or other 
data provider to ensure that a steady state condition exists at the 
instant of time captured by the ``snapshot.'' This is often verified 
by showing that a steady state condition existed from some period of 
time during which the snap shot is taken. The time period most 
frequently used is 5 seconds prior through 2 seconds following the 
instant of time captured by the snap shot. This paragraph is 
primarily addressing the source data and the method by which the 
data provider ensures that the steady state condition for the snap 
shot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or 
not to approve

[[Page 63435]]

supplemental validation data derived from flight data recording 
systems such as a Quick Access Recorder or Flight Data Recorder.

End Information

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10. Special Equipment and Personnel Requirements for Qualification of 
the Simulator (Sec.  60.14)

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

Begin Information

    a. In the event that the NSPM determines that special equipment 
or specifically qualified persons will be required to conduct an 
evaluation, the NSPM will make every attempt to notify the sponsor 
at least one (1) week, but in no case less than 72 hours, in advance 
of the evaluation. Examples of special equipment include spot 
photometers, flight control measurement devices, and sound 
analyzers. Examples of specially qualified personnel include 
individuals specifically qualified to install or use any special 
equipment when its use is required.
    b. Examples of a special evaluation include an evaluation 
conducted after an FFS is moved, at the request of the TPAA, or as a 
result of comments received from FFS that raise questions regarding 
the continued qualification or use of the FFS.

End Information

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11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)

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

Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2; and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, 
that includes all of the following:
    (i) Objective data obtained from aircraft testing or another 
approved source.
    (ii) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the applicable QPS.
    (iii) The result of FFS subjective tests prescribed in the 
applicable QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator 
objective tests in Attachment 2, Table A2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of 
automatic and manual tests;
    (3) A means of comparing the FFS test results to the objective 
data;
    (4) Any other information as necessary, to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure A4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. 
This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure A4G, 
for a sample Continuing Qualification Evaluation Requirements page.
    (3) A FFS information page that provides the information listed 
in this paragraph (see Attachment 4, Figure A4B, for a sample FFS 
information page). For convertible FFSs, the sponsor must submit a 
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The FFS model and manufacturer.
    (h) The date of FFS manufacture.
    (i) The FFS computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FFS to comply with the 
requirements. SOCs must also provide a rationale explaining how the 
referenced material is used, the mathematical equations and 
parameter values used, and the conclusions reached. Refer to the 
``Additional Details'' column in Attachment 1, Table A1A, 
``Simulator Standards,'' or in the ``Test Details'' column in 
Attachment 2, Table A2A, ``Simulator Objective Tests,'' to see when 
SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in Attachment 2, Table A2A, as applicable to the 
qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during 
the automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during 
the manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate 
binder, a cross reference for the identification and page number for 
pertinent data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each 
model and series airplane to which it will be converted and for the 
FAA qualification level sought. If a sponsor seeks qualification for 
two or more models of an airplane type using a convertible FFS, the 
sponsor must submit a QTG for each airplane model, or a supplemented 
QTG for each airplane model. The NSPM will conduct evaluations for 
each airplane model.
    g. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
airplane parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table A2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FFS test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between the FFS and the airplane with respect to time. Time 
histories recorded via a line printer are to be

[[Page 63436]]

clearly identified for cross plotting on the airplane data. Over-
plots must not obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FFS 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FFS is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS 
location.
    j. All FFSs for which the initial qualification is conducted 
after October 30, 2013 must have an electronic MQTG (eMQTG) 
including all objective data obtained from airplane testing, or 
another approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FFS (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FFS performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by October 30, 2013. A copy of the eMQTG 
must be provided to the NSPM. This may be provided by an electronic 
scan presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.

End QPS Requirements

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

Begin Information

    l. Only those FFSs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other 
FFS evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    m. The NSPM will conduct an evaluation for each configuration, 
and each FFS must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FFS is subjected to the 
general simulator requirements in Attachment 1, the objective tests 
listed in Attachment 2, and the subjective tests listed in 
Attachment 3 of this appendix. The evaluations described herein will 
include, but not necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
airplane's operating envelope, to include tasks evaluated by the 
NSPM in the areas of surface operations, takeoff, climb, cruise, 
descent, approach, and landing as well as abnormal and emergency 
operations (see Attachment 2 of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as 
compared to the airplane simulated (see Attachment 1 and Attachment 
3 of this appendix);
    (7) FFS systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    n. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FFS by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FFS performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a 
typical utilization period;
    (b) Determining that the FFS satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FFS controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    o. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FFS validation and are not to be confused with design 
tolerances specified for FFS manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    p. In addition to the scheduled continuing qualification 
evaluation, each FFS is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FFS for the conduct of objective and 
subjective tests and an examination of functions) if the FFS is not 
being used for flight crewmember training, testing, or checking. 
However, if the FFS were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FFS evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FFS along with the student(s) and observing the operation 
of the FFS during the training, testing, or checking activities.
    q. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the level requested but do support a lower level, the 
NSPM may qualify the FFS at that lower level. For example, if a 
Level D evaluation is requested and the FFS fails to meet sound test 
tolerances, it could be qualified at Level C.
    r. After an FFS is successfully evaluated, the NSPM issues a 
statement of qualification (SOQ) to the sponsor. The NSPM recommends 
the FFS to the TPAA, who will approve the FFS for use in a flight 
training program. The SOQ will be issued at the satisfactory 
conclusion of the initial or continuing qualification. However, it 
is the sponsor's responsibility to obtain TPAA approval prior to 
using the FSTD in an FAA-approved flight training program.
    s. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure A4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    t. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FFS Objective Tests, Table A2A.
    u. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    v. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include windshear training and circling approaches.

End Information

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12. Additional Qualifications for a Currently Qualified Simulator 
(Sec.  60.16)

    There is no additional regulatory or informational material that 
applies to Sec.  60.16,

[[Page 63437]]

Additional Qualifications for a Currently Qualified FFS.

13. Previously Qualified Simulators (Sec.  60.17)

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove a FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. Simulators qualified prior to October 30, 2007, are not 
required to meet the general simulation requirements, the objective 
test requirements, and the subjective test requirements of 
attachments 1, 2, and 3, respectively, of this appendix.
    c. [Reserved]

End QPS Requirements

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

Begin Information

    d. Other certificate holders or persons desiring to use an FFS 
may contract with FFS sponsors to use FFSs previously qualified at a 
particular level for an airplane type and approved for use within an 
FAA-approved flight training program. Such FFSs are not required to 
undergo an additional qualification process, except as described in 
Sec.  60.16.
    e. Each FFS user must obtain approval from the appropriate TPAA 
to use any FFS in an FAA-approved flight training program.
    f. The intent of the requirement listed in Sec.  60.17(b), for 
each FFS to have a Statement of Qualification within 6 years, is to 
have the availability of that statement (including the configuration 
list and the limitations to authorizations) to provide a complete 
picture of the FFS inventory regulated by the FAA. The issuance of 
the statement will not require any additional evaluation or require 
any adjustment to the evaluation basis for the FFS.
    g. Downgrading of an FFS is a permanent change in qualification 
level and will necessitate the issuance of a revised Statement of 
Qualification to reflect the revised qualification level, as 
appropriate. If a temporary restriction is placed on an FFS because 
of a missing, malfunctioning, or inoperative component or on-going 
repairs, the restriction is not a permanent change in qualification 
level. Instead, the restriction is temporary and is removed when the 
reason for the restriction has been resolved.
    h. It is not the intent of the NSPM to discourage the 
improvement of existing simulation (e.g., the ``updating'' of a 
visual system to a newer model, or the replacement of the IOS with a 
more capable unit) by requiring the ``updated'' device to meet the 
qualification standards current at the time of the update. Depending 
on the extent of the update, the NSPM may require that the updated 
device be evaluated and may require that an evaluation include all 
or a portion of the elements of an initial evaluation. However, the 
standards against which the device would be evaluated are those that 
are found in the MQTG for that device.
    i. The NSPM will determine the evaluation criteria for an FSTD 
that has been removed from active status. The criteria will be based 
on the number of continuing qualification evaluations and quarterly 
inspections missed during the period of inactivity. For example, if 
the FFS were out of service for a 1 year period, it would be 
necessary to complete the entire QTG, since all of the quarterly 
evaluations would have been missed. The NSPM will also consider how 
the FFS was stored, whether parts were removed from the FFS and 
whether the FFS was disassembled.
    j. The FFS will normally be requalified using the FAA-approved 
MQTG and the criteria that was in effect prior to its removal from 
qualification. However, inactive periods of 2 years or more will 
require requalification under the standards in effect and current at 
the time of requalification.

End Information

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

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

Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection must be developed by the sponsor and must 
be acceptable to the NSPM.
    b. The description of the functional preflight inspection must 
be contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log 
book or other acceptable location, including any item found to be 
missing, malfunctioning, or inoperative.

End QPS Requirements

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

Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec.  60.19(a)(1) should include a balance 
and a mix from the objective test requirement areas listed as 
follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FFS systems.
    e. If the NSP evaluator plans to accomplish specific tests 
during a normal continuing qualification evaluation that requires 
the use of special equipment or technicians, the sponsor will be 
notified as far in advance of the evaluation as practical; but not 
less than 72 hours. Examples of such tests include latencies, 
control dynamics, sounds and vibrations, motion, and/or some visual 
system tests.
    f. The continuing qualification evaluations, described in Sec.  
60.19(b), will normally require 4 hours of FFS time. However, 
flexibility is necessary to address abnormal situations or 
situations involving aircraft with additional levels of complexity 
(e.g., computer controlled aircraft). The sponsor should anticipate 
that some tests may require additional time. The continuing 
qualification evaluations will consist of the following:
    (1) Review of the results of the quarterly inspections conducted 
by the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from 
the MQTG that provide an adequate opportunity to evaluate the 
performance of the FFS. The tests chosen will be performed either 
automatically or manually and should be able to be conducted within 
approximately one-third (\1/3\) of the allotted FFS time.
    (3) A subjective evaluation of the FFS to perform a 
representative sampling of the tasks set out in attachment 3 of this 
appendix. This portion of the evaluation should take approximately 
two-thirds (\2/3\) of the allotted FFS time.
    (4) An examination of the functions of the FFS may include the 
motion system, visual system, sound system, instructor operating 
station, and the normal functions and simulated malfunctions of the 
airplane systems. This examination is normally accomplished 
simultaneously with the subjective evaluation requirements.
    g. The requirement established in Sec.  60.19(b)(4) regarding 
the frequency of NSPM-conducted continuing qualification evaluations 
for each FFS is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 
12-month intervals.

End Information

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

15. Logging Simulator Discrepancies (Sec.  60.20)

    There is no additional regulatory or informational material that 
applies to Sec.  60.20. Logging FFS Discrepancies.

16. Interim Qualification of Simulators for New Airplane Types or 
Models (Sec.  60.21)

    There is no additional regulatory or informational material that 
applies to Sec.  60.21, Interim Qualification of FFSs for New 
Airplane Types or Models.

17. Modifications to Simulators (Sec.  60.23)

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

[[Page 63438]]

Begin QPS Requirements

    a. The notification described in Sec.  60.23(c)(2) must include 
a complete description of the planned modification, with a 
description of the operational and engineering effect the proposed 
modification will have on the operation of the FFS and the results 
that are expected with the modification incorporated.
    b. Prior to using the modified FFS:
    (1) All the applicable objective tests completed with the 
modification incorporated, including any necessary updates to the 
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to 
the NSPM; and
    (2) The sponsor must provide the NSPM with a statement signed by 
the MR that the factors listed in Sec.  60.15(b) are addressed by 
the appropriate personnel as described in that section.

End QPS Requirements

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

Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 for a sample index of effective FSTD Directives.

End Information

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

18. Operation With Missing, Malfunctioning, or Inoperative Components 
(Sec.  60.25)

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FFS, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. If the 29th or 30th day of the 30-day period described in 
Sec.  60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA 
will extend the deadline until the next business day.
    c. In accordance with the authorization described in Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FFS. Repairs having a larger impact on FFS capability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

    a. FSTD modifications can include hardware or software changes. 
For FSTD modifications involving software programming changes, the 
record required by Sec.  60.31(a)(2) must consist of the name of the 
aircraft system software, aerodynamic model, or engine model change, 
the date of the change, a summary of the change, and the reason for 
the change.
    b. If a coded form for record keeping is used, it must provide 
for the preservation and retrieval of information with appropriate 
security or controls to prevent the inappropriate alteration of such 
records after the fact.

End QPS Requirements

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

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

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.33, Applications, Logbooks, Reports, 
and Records: Fraud, Falsification, or Incorrect Statements.

23. Specific Full Flight Simulator Compliance Requirements (Sec.  
60.35)

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.35, Specific FFS Compliance 
Requirements.

24. [Reserved]

25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37)

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.37, FSTD Qualification on the Basis 
of a Bilateral Aviation Safety Agreement (BASA).

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

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC), which 
may include objective and subjective tests. The SOC will confirm 
that the requirement was satisfied, and describe how the requirement 
was met, such as gear modeling approach or coefficient of friction 
sources. The requirements for SOCs and tests are indicated in the 
``General Simulator Requirements'' column in Table A1A of this 
appendix.
    b. Table A1A describes the requirements for the indicated level 
of FFS. Many devices include operational systems or functions that 
exceed the requirements outlined in this section. However, all 
systems will be tested and evaluated in accordance with this 
appendix to ensure proper operation.

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general simulator requirements 
for qualifying an airplane FFS. The sponsor should also consult the 
objective tests in attachment 2 and the examination of functions and 
subjective tests listed in attachment 3 to determine the complete 
requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General cockpit configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table A1A provides the standards for the General Simulator 
Requirements.

End Information



[[Page 63439]]

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

               Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
      <<<QPS requirements>>>        Simulator levels     <Information>
------------------------------------------------------------------------
                General simulator
     No.          requirements      A    B    C    D         notes
------------------------------------------------------------------------
1. General Cockpit Configuration
------------------------------------------------------------------------
1.a..........  The simulator must   X    X    X    X   For simulator
                have a cockpit                          purposes, the
                that is a replica                       cockpit consists
                of the airplane                         of all that
                simulated with                          space forward of
                controls,                               a cross section
                equipment,                              of the flight
                observable                              deck at the most
                cockpit                                 extreme aft
                indicators,                             setting of the
                circuit breakers,                       pilots' seats,
                and bulkheads                           including
                properly located,                       additional
                functionally                            required
                accurate and                            crewmember duty
                replicating the                         stations and
                airplane. The                           those required
                direction of                            bulkheads aft of
                movement of                             the pilot seats.
                controls and                            For
                switches must be                        clarification,
                identical to the                        bulkheads
                airplane. Pilot                         containing only
                seats must allow                        items such as
                the occupant to                         landing gear pin
                achieve the                             storage
                design ``eye                            compartments,
                position''                              fire axes or
                established for                         extinguishers,
                the airplane                            spare light
                being simulated.                        bulbs, and
                Equipment for the                       aircraft
                operation of the                        document pouches
                cockpit windows                         are not
                must be included,                       considered
                but the actual                          essential and
                windows need not                        may be omitted.
                be operable.
                Additional
                equipment such as
                fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable location
                as near as
                practical to the
                original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required..
------------------------------------------------------------------------
1.b..........  Those circuit        X    X    X    X
                breakers that
                affect procedures
                or result in
                observable
                cockpit
                indications must
                be properly
                located and
                functionally
                accurate.
               An SOC is
                required.
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics    X    X    X    X
                model that
                accounts for
                various
                combinations of
                drag and thrust
                normally
                encountered in
                flight must
                correspond to
                actual flight
                conditions,
                including the
                effect of change
                in airplane
                attitude, thrust,
                drag, altitude,
                temperature,
                gross weight,
                moments of
                inertia, center
                of gravity
                location, and
                configuration.
------------------------------------------------------------------------
2.b..........  The simulator must   X    X    X    X
                have the computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the qualification
                level sought.
               An SOC is
                required.
------------------------------------------------------------------------
2.c..........  Surface operations   X
                must be
                represented to
                the extent that
                allows turns
                within the
                confines of the
                runway and
                adequate controls
                on the landing
                and roll-out from
                a crosswind
                approach to a
                landing.
------------------------------------------------------------------------
               A subjective test
                is required.
------------------------------------------------------------------------
2.d..........  Ground handling
                and aerodynamic
                programming must
                include the
                following:
               An SOC is
                required.
------------------------------------------------------------------------
2.d.1........  Ground effect.....  ...   X    X    X   Ground effect
                                                        includes
                                                        modeling that
                                                        accounts for
                                                        roundout, flare,
                                                        touchdown, lift,
                                                        drag, pitching
                                                        moment, trim,
                                                        and power while
                                                        in ground
                                                        effect.
------------------------------------------------------------------------
2.d.2........  Ground reaction...  ...   X    X    X   Ground reaction
                                                        includes
                                                        modeling that
                                                        accounts for
                                                        strut
                                                        deflections,
                                                        tire friction,
                                                        and side forces.
                                                        This is the
                                                        reaction of the
                                                        airplane upon
                                                        contact with the
                                                        runway during
                                                        landing, and may
                                                        differ with
                                                        changes in
                                                        factors such as
                                                        gross weight,
                                                        airspeed, or
                                                        rate of descent
                                                        on touchdown.
------------------------------------------------------------------------
2.d.3........  Ground handling     ...   X    X    X
                characteristics,
                including
                aerodynamic and
                ground reaction
                modeling
                including
                steering inputs,
                operations with
                crosswind,
                braking, thrust
                reversing,
                deceleration, and
                turning radius.
------------------------------------------------------------------------

[[Page 63440]]

 
2.e..........  The simulator must  ...  ...   X    X   If desired, Level
                employ windshear                        A and B
                models that                             simulators may
                provide training                        qualify for
                for recognition                         windshear
                of windshear                            training by
                phenomena and the                       meeting these
                execution of                            standards; see
                recovery                                Attachment 5 of
                procedures.                             this appendix.
                Models must be                          Windshear models
                available to the                        may consist of
                instructor/                             independent
                evaluator for the                       variable winds
                following                               in multiple
                critical phases                         simultaneous
                of flight:                              components. The
               (1) Prior to                             FAA Windshear
                takeoff rotation..                      Training Aid
               (2) At liftoff....                       presents one
               (3) During initial                       acceptable means
                climb..                                 of compliance
               (4) On final                             with simulator
                approach, below                         wind model
                500 ft AGL..                            requirements.
               The QTG must
                reference the FAA
                Windshear
                Training Aid or
                present alternate
                airplane related
                data, including
                the
                implementation
                method(s) used.
                If the alternate
                method is
                selected, wind
                models from the
                Royal Windshear
                Training
                Aerospace
                Establishment
                (RAE), the Joint
                Airport Weather
                Studies (JAWS)
                Project and other
                recognized
                sources may be
                implemented, but
                must be supported
                and properly
                referenced in the
                QTG. Only those
                simulators
                meeting these
                requirements may
                be used to
                satisfy the
                training
                requirements of
                part 121
                pertaining to a
                certificate
                holder's approved
                low-altitude
                windshear flight
                training program
                as described in
                Sec.   121.409..
               Objective tests
                are required for
                qualification;
                see Attachment 2
                and Attachment 5
                of this appendix..
------------------------------------------------------------------------
2.f..........  The simulator must  ...  ...   X    X   Automatic
                provide for                             ``flagging'' of
                automatic testing                       out-of-tolerance
                of simulator                            situations is
                hardware and                            encouraged.
                software
                programming to
                determine
                compliance with
                simulator
                objective tests
                as prescribed in
                Attachment 2.
               An SOC is
                required.
------------------------------------------------------------------------
2.g..........  Relative responses  ...  ...  ...  ...  The intent is to
                of the motion                           verify that the
                system, visual                          simulator
                system, and                             provides
                cockpit                                 instrument,
                instruments,                            motion, and
                measured by                             visual cues that
                latency tests or                        are, within the
                transport delay                         stated time
                tests. Motion                           delays, like the
                onset should                            airplane
                occur before the                        responses. For
                start of the                            airplane
                visual scene                            response,
                change (the start                       acceleration in
                of the scan of                          the appropriate,
                the first video                         corresponding
                field containing                        rotational axis
                different                               is preferred.
                information) but
                must occur before
                the end of the
                scan of that
                video field.
                Instrument
                response may not
                occur prior to
                motion onset.
                Test results must
                be within the
                following limits:
------------------------------------------------------------------------
2.g.1........  300 milliseconds     X    X
                of the airplane
                response.
               Objective Tests
                are required.
------------------------------------------------------------------------
2.g.2........  150 milliseconds    ...  ...   X    X
                of the airplane
                response.
               Objective Tests
                are required.
------------------------------------------------------------------------
2.h..........  The simulator must  ...  ...   X    X
                accurately
                reproduce the
                following runway
                conditions:
                  (1) Dry........
                  (2) Wet........
                  (3) Icy........
                  (4) Patchy Wet.
                  (5) Patchy Icy.
                  (6) Wet on
                   Rubber Residue
                   in Touchdown
                   Zone..
               An SOC is
                required.
               Objective tests
                are required only
                for dry, wet, and
                icy runway
                conditions; see
                Attachment 2.
------------------------------------------------------------------------
2.i..........  The simulator must  ...  ...   X    X   Simulator pitch,
                simulate:                               side loading,
               (1) brake and tire                       and directional
                failure dynamics,                       control
                including                               characteristics
                antiskid failure..                      should be
               (2) decreased                            representative
                brake efficiency                        of the airplane.
                due to high brake
                temperatures, if
                applicable..
               An SOC is
                required..
------------------------------------------------------------------------
2.j..........  The simulator must  ...  ...   X    X
                replicate the
                effects of
                airframe icing.
               A Subjective Test
                is required.
------------------------------------------------------------------------

[[Page 63441]]

 
2.k..........  The aerodynamic     ...  ...  ...   X   See Attachment 2,
                modeling in the                         paragraph 4, for
                simulator must                          further
                include:                                information on
               (1) Low-altitude                         ground effect.
                level-flight
                ground effect;.
               (2) Mach effect at
                high altitude;.
               (3) Normal and
                reverse dynamic
                thrust effect on
                control surfaces;.
               (4) Aeroelastic
                representations;
                and.
               (5) Nonlinearities
                due to sideslip..
               An SOC is required
                and must include
                references to
                computations of
                aeroelastic
                representations
                and of
                nonlinearities
                due to sideslip.
------------------------------------------------------------------------
2.l..........  The simulator must  ...   X    X    X
                have aerodynamic
                and ground
                reaction modeling
                for the effects
                of reverse thrust
                on directional
                control, if
                applicable.
               An SOC is
                required.
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a..........  All relevant         X    X    X    X
                instrument
                indications
                involved in the
                simulation of the
                airplane must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                airplane; e.g.,
                turbulence or
                windshear.
                Numerical values
                must be presented
                in the
                appropriate units.
               A subjective test
                is required.
------------------------------------------------------------------------
3.b..........  Communications,      X    X    X    X   See Attachment 3
                navigation,                             for further
                caution, and                            information
                warning equipment                       regarding long-
                must be installed                       range navigation
                and operate                             equipment.
                within the
                tolerances
                applicable for
                the airplane.
               A subjective test
                is required..
------------------------------------------------------------------------
3.c..........  Simulator systems    X    X    X    X
                must operate as
                the airplane
                systems operate
                under normal,
                abnormal, and
                emergency
                operating
                conditions on the
                ground and in
                flight.
               A subjective test
                is required.
------------------------------------------------------------------------
3.d..........  The simulator must   X    X    X    X
                provide pilot
                controls with
                control forces
                and control
                travel that
                correspond to the
                simulated
                airplane. The
                simulator must
                also react in the
                same manner as in
                the airplane
                under the same
                flight conditions.
               A objective test
                is required.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to the   X    X    X    X   The NSPM will
                flight crewmember                       consider
                stations, the                           alternatives to
                simulator must                          this standard
                have at least two                       for additional
                suitable seats                          seats based on
                for the                                 unique cockpit
                instructor/check                        configurations.
                airman and FAA
                inspector. These
                seats must
                provide adequate
                vision to the
                pilot's panel and
                forward windows.
                All seats other
                than flight crew
                seats need not
                represent those
                found in the
                airplane, but
                must be
                adequately
                secured to the
                floor and
                equipped with
                similar positive
                restraint devices.
               A subjective test
                is required.
------------------------------------------------------------------------
4.b..........  The simulator must   X    X    X    X
                have controls
                that enable the
                instructor/
                evaluator to
                control all
                required system
                variables and
                insert all
                abnormal or
                emergency
                conditions into
                the simulated
                airplane systems
                as described in
                the sponsor's FAA-
                approved training
                program; or as
                described in the
                relevant
                operating manual
                as appropriate.
               A subjective test
                is required.
------------------------------------------------------------------------
4.c..........  The simulator must   X    X    X    X
                have instructor
                controls for
                environmental
                conditions
                including wind
                speed and
                direction.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 63442]]

 
4.d..........  The simulator must  ...  ...   X    X   For example,
                provide the                             another airplane
                instructor or                           crossing the
                evaluator the                           active runway or
                ability to                              converging
                present ground                          airborne
                and air hazards.                        traffic.
               A subjective test
                is required..
------------------------------------------------------------------------
5. Motion System
------------------------------------------------------------------------
5.a..........  The simulator must   X    X    X    X   For example,
                have motion                             touchdown cues
                (force) cues                            should be a
                perceptible to                          function of the
                the pilot that                          rate of descent
                are                                     (RoD) of the
                representative of                       simulated
                the motion in an                        airplane.
                airplane.
               A subjective test
                is required..
------------------------------------------------------------------------
5.b..........  The simulator must   X    X
                have a motion
                (force cueing)
                system with a
                minimum of three
                degrees of
                freedom (at least
                pitch, roll, and
                heave).
               An SOC is
                required.
------------------------------------------------------------------------
5.c..........  The simulator must  ...  ...   X    X
                have a motion
                (force cueing)
                system that
                produces cues at
                least equivalent
                to those of a six-
                degrees-of-
                freedom,
                synergistic
                platform motion
                system (i.e.,
                pitch, roll, yaw,
                heave, sway, and
                surge).
               An SOC is
                required.
------------------------------------------------------------------------
5.d..........  The simulator must   X    X    X    X
                provide for the
                recording of the
                motion system
                response time.
               An SOC is
                required.
------------------------------------------------------------------------
5.e..........  The simulator must        X    X    X
                provide motion
                effects
                programming to
                include:
                  (1) Thrust
                   effect with
                   brakes set..
                  (2) Runway
                   rumble, oleo
                   deflections,
                   effects of
                   ground speed,
                   uneven runway,
                   centerline
                   lights, and
                   taxiway
                   characteristic
                   s..
                  (3) Buffets on
                   the ground due
                   to spoiler/
                   speedbrake
                   extension and
                   thrust
                   reversal..
                  (4) Bumps
                   associated
                   with the
                   landing gear..
                  (5) Buffet
                   during
                   extension and
                   retraction of
                   landing gear..
                  (6) Buffet in
                   the air due to
                   flap and
                   spoiler/
                   speedbrake
                   extension..
                  (7) Approach-to-
                   Stall buffet..
                  (8)
                   Representative
                   touchdown cues
                   for main and
                   nose gear..
                  (9) Nosewheel
                   scuffing, if
                   applicable..
                  (10) Mach and
                   maneuver
                   buffet..
               A subjective test
                is required.
------------------------------------------------------------------------
5.f..........  The simulator must  ...  ...  ...   X   The simulator
                provide                                 should be
                characteristic                          programmed and
                motion vibrations                       instrumented in
                that result from                        such a manner
                operation of the                        that the
                airplane if the                         characteristic
                vibration marks                         buffet modes can
                an event or                             be measured and
                airplane state                          compared to
                that can be                             airplane data.
                sensed in the
                cockpit.
               A objective test
                is required..
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a..........  The simulator must   X    X    X    X
                have a visual
                system providing
                an out-of-the-
                cockpit view.
               A subjective test
                is required.
------------------------------------------------------------------------
6.b..........  The simulator must   X    X    X    X
                have operational
                landing lights
                for night scenes.
                Where used, dusk
                (or twilight)
                scenes require
                operational
                landing lights.
               A subjective test
                is required.
------------------------------------------------------------------------
6.c..........  The simulator must   X    X    X    X
                have instructor
                controls for the
                following:
                  (1) Cloudbase..
                  (2) Visibility
                   in statute
                   miles (km) and
                   runway visual
                   range (RVR) in
                   ft. (m)..
                  (3) Airport
                   selection..
                  (4) Airport
                   lighting..

[[Page 63443]]

 
               A subjective test
                is required.
------------------------------------------------------------------------
6.d..........  Each airport scene   X    X    X    X
                displayed must
                include the
                following:
                  (1) Airport
                   runways and
                   taxiways..
                  (2) Runway
                   definition..
                    (i) Runway
                     surface and
                     markings..
                    (ii) Lighting
                     for the
                     runway in
                     use,
                     including
                     runway
                     threshold,
                     edge,
                     centerline,
                     touchdown
                     zone, VASI
                     or PAPI, and
                     approach
                     lighting of
                     appropriate
                     colors, as
                     appropriate..
                    (iii) Taxiway
                     lights..
               A subjective test
                is required.
------------------------------------------------------------------------
6.e..........  The distances at     X    X    X    X
                which runway
                features are
                visible, as
                measured from
                runway threshold
                to an airplane
                aligned with the
                runway on an
                extended 3 [deg]
                glide slope must
                not be less than
                listed below:
                  (1) Runway
                   definition,
                   strobe lights,
                   approach
                   lights, runway
                   edge white
                   lights VASI or
                   PAPI system
                   lights from 5
                   statute miles
                   (8 kilometers
                   (km)) of the
                   runway
                   threshold..
                  (2) Runway
                   centerline
                   lights and
                   taxiway
                   definition
                   from 3 statute
                   miles (4.8
                   km)..
                  (3) Threshold
                   lights and
                   touchdown zone
                   lights from 2
                   statute miles
                   (3.2 km)..
                  (4) Runway
                   markings
                   within range
                   of landing
                   lights for
                   night scenes
                   and as
                   required by
                   three (3) arc-
                   minutes
                   resolution on
                   day scenes..
               A subjective test
                is required.
------------------------------------------------------------------------
6.f..........  The simulator must   X    X    X    X
                provide visual
                system
                compatibility
                with dynamic
                response
                programming.
               A subjective test
                is required.
------------------------------------------------------------------------
6.g..........  The simulator must   X    X    X    X   This will show
                show that the                           the modeling
                segment of the                          accuracy of RVR,
                ground visible                          glideslope, and
                from the                                localizer for a
                simulator flight                        given weight,
                deck is the same                        configuration,
                as from the                             and speed within
                airplane flight                         the airplane's
                deck (within                            operational
                established                             envelope for a
                tolerances) when                        normal approach
                at the correct                          and landing.
                airspeed, in the
                landing
                configuration, at
                a main wheel
                height of 100
                feet (30 meters)
                above the
                touchdown zone,
                and with
                visibility of
                1,200 ft (350 m)
                RVR.
               An SOC is
                required..
               An objective test
                is required..
------------------------------------------------------------------------
6.h..........  The simulator must  ...   X    X    X
                provide visual
                cues necessary to
                assess sink rates
                (provide depth
                perception)
                during takeoffs
                and landings, to
                include:
               (1) Surface on
                runways,
                taxiways, and
                ramps.
               (2) Terrain
                features.
               A subjective test
                is required.
------------------------------------------------------------------------
6.i..........  The simulator must   X    X    X    X   Visual attitude
                provide for                             vs. simulator
                accurate                                attitude is a
                portrayal of the                        comparison of
                visual                                  pitch and roll
                environment                             of the horizon
                relating to the                         as displayed in
                simulator                               the visual scene
                attitude.                               compared to the
               A subjective test                        display on the
                is required..                           attitude
                                                        indicator.
------------------------------------------------------------------------
6.j..........  The simulator must  ...  ...   X    X
                provide for quick
                confirmation of
                visual system
                color, RVR,
                focus, and
                intensity.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
6.k..........  The simulator must  ...  ...   X    X
                provide a minimum
                of three airport
                scenes including:
                  (1) Surfaces on
                   runways,
                   taxiways, and
                   ramps..
                  (2) Lighting of
                   appropriate
                   color for all
                   runways,
                   including
                   runway
                   threshold,
                   edge,
                   centerline,
                   VASI or PAPI,
                   and approach
                   lighting for
                   the runway in
                   use..
                  (3) Airport
                   taxiway
                   lighting..

[[Page 63444]]

 
                  (4) Ramps and
                   buildings that
                   correspond to
                   the sponsor's
                   Line Oriented
                   scenarios, as
                   appropriate..
               A subjective test
                is required.
------------------------------------------------------------------------
6.l..........  The simulator must  ...  ...   X    X
                be capable of
                producing at
                least 10 levels
                of occulting.
               A subjective test
                is required.
------------------------------------------------------------------------
 6.m.........  Night Visual         X    X    X    X
                Scenes. When used
                in training,
                testing, or
                checking
                activities, the
                simulator must
                provide night
                visual scenes
                with sufficient
                scene content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                Scenes must
                include a
                definable horizon
                and typical
                terrain
                characteristics
                such as fields,
                roads and bodies
                of water and
                surfaces
                illuminated by
                airplane landing
                lights.
------------------------------------------------------------------------
6.n..........  Dusk (or Twilight)  ...  ...   X    X
                Visual Scenes.
                When used in
                training,
                testing, or
                checking
                activities, the
                simulator must
                provide dusk (or
                twilight) visual
                scenes with
                sufficient scene
                content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                Scenes must
                include a
                definable horizon
                and typical
                terrain
                characteristics
                such as fields,
                roads and bodies
                of water and
                surfaces
                illuminated by
                airplane landing
                lights.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
6.o..........  Daylight Visual     ...  ...  ...   X   Brightness
                Scenes. The                             capability may
                simulator must                          be demonstrated
                have night dusk                         with a test
                (twilight), and                         pattern of white
                daylight visual                         light using a
                scenes with                             spot photometer.
                sufficient scene                        Daylight visual
                content to                              system is
                recognize the                           defined as a
                airport, the                            visual system
                terrain, and                            capable of
                major landmarks                         producing, at a
                around the                              minimum, full
                airport. The                            color
                scene content                           presentations,
                must allow a                            scene content
                pilot to                                comparable in
                successfully                            detail to that
                accomplish a                            produced by
                visual landing.                         4,000 edges or
                Any ambient                             1,000 surfaces
                lighting must not                       for daylight and
                ``washout'' the                         4,000
                displayed visual                        lightpoints for
                scene.                                  night and dusk
               Note: These                              scenes, 6 foot-
                requirements are                        lamberts (20 cd/
                applicable to any                       m \2\) of light
                level of                                measured at the
                simulator                               pilot's eye
                equipped with a                         position
                ``daylight''                            (highlight
                visual system..                         brightness) and
               An SOC is                                a display which
                required..                              is free of
               A subjective test                        apparent
                is required..                           quantization and
                                                        other
                                                        distracting
                                                        visual effects
                                                        while the
                                                        simulator is in
                                                        motion.
------------------------------------------------------------------------
6.p..........  The simulator must  ...  ...  ...   X   For example:
                provide                                 short runways,
                operational                             landing
                visual scenes                           approaches over
                that portray                            water, uphill or
                physical                                downhill
                relationships                           runways, rising
                known to cause                          terrain on the
                landing illusions                       approach path,
                to pilots.                              unique
               A subjective test                        topographic
                is required..                           features.
------------------------------------------------------------------------
6.q..........  The simulator must  ...  ...  ...   X
                provide special
                weather
                representations
                of light, medium,
                and heavy
                precipitation
                near a
                thunderstorm on
                takeoff and
                during approach
                and landing.
                Representations
                need only be
                presented at and
                below an altitude
                of 2,000 ft. (610
                m) above the
                airport surface
                and within 10
                miles (16 km) of
                the airport.
               A subjective test
                is required.
------------------------------------------------------------------------
6.r..........  The simulator must  ...  ...  ...   X
                present visual
                scenes of wet and
                snow-covered
                runways,
                including runway
                lighting
                reflections for
                wet conditions,
                partially
                obscured lights
                for snow
                conditions, or
                suitable
                alternative
                effects.
               A subjective test
                is required.
------------------------------------------------------------------------
6.s..........  The simulator must  ...  ...  ...   X
                present realistic
                color and
                directionality of
                all airport
                lighting.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 63445]]

 
7. Sound System
------------------------------------------------------------------------
7.a..........  The simulator must   X    X    X    X
                provide cockpit
                sounds that
                result from pilot
                actions that
                correspond to
                those that occur
                in the airplane.
------------------------------------------------------------------------
7.b..........  The simulator must  ...  ...   X    X
                accurately
                simulate the
                sound of
                precipitation,
                windshield
                wipers, and other
                significant
                airplane noises
                perceptible to
                the pilot during
                normal
                operations, and
                include the sound
                of a crash (when
                the simulator is
                landed in an
                unusual attitude
                or in excess of
                the structural
                gear
                limitations);
                normal engine and
                thrust reversal
                sounds; and the
                sounds of flap,
                gear, and spoiler
                extension and
                retraction.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
7.c..........  The simulator must  ...  ...  ...   X
                provide realistic
                amplitude and
                frequency of
                cockpit noises
                and sounds.
                Simulator
                performance must
                be recorded,
                compared to
                amplitude and
                frequency of the
                same sounds
                recorded in the
                airplane, and be
                made a part of
                the QTG.
               Objective tests
                are required.
------------------------------------------------------------------------

Table A1B--[Reserved]

Attachment 2 to Appendix A to Part 60--Full Flight Simulator (FFS) 
Objective Test

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

Begin Information

    1. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table A2A, are defined 
as follows:
    (a) Ground--on ground, independent of airplane configuration;
    (b) Take-off--gear down with flaps/slats in any certified 
takeoff position;
    (c) First segment climb-- gear down with flaps/slats in any 
certified takeoff position (normally not above 50 ft AGL);
    (d) Second segment climb--gear up with flaps/slats in any 
certified takeoff position (normally between 50 ft and 400 ft AGL);
    (e) Clean--flaps/slats retracted and gear up;
    (f) Cruise--clean configuration at cruise altitude and airspeed;
    (g) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (h) Landing--gear down with flaps/slats in any certified landing 
position.
    2. The format for numbering the objective tests in appendix A, 
Attachment 2, Table A2A, and the objective tests in appendix B, 
Attachment 2, Table B2A, is identical. However, each test required 
for FFSs is not necessarily required for FTDs. Also, each test 
required for FTDs is not necessarily required for FFSs. Therefore, 
when a test number (or series of numbers) is not required, the term 
``Reserved'' is used in the table at that location. Following this 
numbering format provides a degree of commonality between the two 
tables and substantially reduces the potential for confusion when 
referring to objective test numbers for either FFSs or FTDs.
    3. The QPS Requirements section imposes a duty on the sponsor or 
other data provider to ensure that a steady state condition exists 
at the instant of time captured by the ``snapshot'' for cases where 
the objective test results authorize a ``snapshot test'' or a 
``series of snapshot tests'' results in lieu of a time-history. This 
is often verified by showing that a steady state condition existed 
from some period prior to, through some period following, the snap 
shot. The time period most frequently used is from 5 seconds prior 
through 2 seconds following the instant of time captured by the snap 
shot. Other time periods may be acceptable as authorized by the 
NSPM.
    4. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA Advisory Circulars 
(AC) 25-7, as may be amended, Flight Test Guide for Certification of 
Transport Category Airplanes, and (AC) 23-8, as may be amended, 
Flight Test Guide for Certification of Part 23 Airplanes, for 
references and examples regarding flight testing requirements and 
techniques.
    5. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for the test.

End Information

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

Begin QPS Requirements

1. Test Requirements

    a. The ground and flight tests required for qualification are 
listed in Table of A2A, FFS Objective Tests. Computer generated 
simulator test results must be provided for each test except where 
an alternative test is specifically authorized by the NSPM. If a 
flight condition or operating condition is required for the test but 
does not apply to the airplane being simulated or to the 
qualification level sought, it may be disregarded (e.g., an engine 
out missed approach for a single-engine airplane or a maneuver using 
reverse thrust for an airplane without reverse thrust capability). 
Each test result is compared against the validation data described 
in Sec.  60.13 and in this appendix. Although use of a driver 
program designed to automatically accomplish the tests is encouraged 
for all simulators and required for Level C and Level D simulators, 
it must be possible to conduct each test manually while recording 
all appropriate parameters. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
simulator number, date, time, conditions, tolerances, and 
appropriate dependent variables portrayed in comparison to the 
validation data. Time histories are required unless otherwise 
indicated in Table A2A. All results must be labeled using the 
tolerances and units given.
    b. Table A2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for simulator validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to simulator performance. 
When two tolerance values are given for a parameter, the less 
restrictive may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In Table

[[Page 63446]]

A2A, requirements for SOCs are indicated in the ``Test Details'' 
column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator 
validity, such judgment must not be limited to a single parameter. 
For example, data that exhibit rapid variations of the measured 
parameters may require interpolations or a ``best fit'' data 
selection. All relevant parameters related to a given maneuver or 
flight condition must be provided to allow overall interpretation. 
When it is difficult or impossible to match simulator to airplane 
data throughout a time history, differences must be justified by 
providing a comparison of other related variables for the condition 
being assessed.
    e. It is not acceptable to program the FFS so that the 
mathematical modeling is correct only at the validation test points. 
Unless otherwise noted, simulator tests must represent airplane 
performance and handling qualities at operating weights and centers 
of gravity (CG) typical of normal operation. If a test is supported 
by airplane data at one extreme weight or CG, another test supported 
by airplane data at mid-conditions or as close as possible to the 
other extreme must be included, except as may be authorized by the 
NSPM. Certain tests that are relevant only at one extreme CG or 
weight condition need not be repeated at the other extreme. Tests of 
handling qualities must include validation of augmentation devices.
    f. When comparing the parameters listed to those of the 
airplane, sufficient data must also be provided to verify the 
correct flight condition and airplane configuration changes. For 
example, to show that control force is within the parameters for a 
static stability test, data to show the correct airspeed, power, 
thrust or torque, airplane configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the airplane, but airspeed, altitude, control 
input, airplane configuration, and other appropriate data must also 
be given. If comparing landing gear change dynamics, pitch, 
airspeed, and altitude may be used to establish a match to the 
airplane, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated 
testing of the simulator must be accomplished to assure that the 
total simulator system meets the prescribed standards. A manual test 
procedure with explicit and detailed steps for completing each test 
must also be provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or ``a series of snapshot test'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.''
    i. For previously qualified simulators, the tests and tolerances 
of this attachment may be used in subsequent continuing 
qualification evaluations for any given test if the sponsor has 
submitted a proposed MQTG revision to the NSPM and has received NSPM 
approval.
    j. Simulators are evaluated and qualified with an engine model 
simulating the airplane data supplier's flight test engine. For 
qualification of alternative engine models (either variations of the 
flight test engines or other manufacturer's engines) additional 
tests with the alternative engine models may be required. This 
Attachment contains guidelines for alternative engines.
    k. For testing Computer Controlled Airplane (CCA) simulators, or 
other highly augmented airplane simulators, flight test data is 
required for the Normal (N) and/or Non-normal (NN) control states, 
as indicated in this Attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table A2A require test results in the Normal control state 
unless specifically noted otherwise in the Test Details section 
following the CCA designation. The NSPM will determine what tests 
are appropriate for airplane simulation data. When making this 
determination, the NSPM may require other levels of control state 
degradation for specific airplane tests. Where Non-normal control 
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state. 
Where applicable, flight test data must record Normal and Non-normal 
states for:
    (1) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    l. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.
    m. Some tests will not be required for airplanes using airplane 
hardware in the simulator cockpit (e.g., ``side stick controller''). 
These exceptions are noted in Section 2 ``Handling Qualities'' in 
Table A2A of this attachment. However, in these cases, the sponsor 
must provide a statement that the airplane hardware meets the 
appropriate manufacturer's specifications and the sponsor must have 
supporting information to that fact available for NSPM review.
    n. For objective test purposes, ``Near maximum'' gross weight is 
a weight chosen by the sponsor or data provider that is not less 
than the basic operating weight (BOW) of the airplane being 
simulated plus 80% of the difference between the maximum 
certificated gross weight (either takeoff weight or landing weight, 
as appropriate for the test) and the BOW. ``Light'' gross weight is 
a weight chosen by the sponsor or data provider that is not more 
than 120% of the BOW of the airplane being simulated or as limited 
by the minimum practical operating weight of the test airplane. 
``Medium'' gross weight is a weight chosen by the sponsor or data 
provider that is approximately <plus-minus>10% of the average of the 
numerical values of the BOW and the maximum certificated gross 
weight. (Note: BOW is the empty weight of the aircraft plus the 
weight of the following: normal oil quantity; lavatory servicing 
fluid; potable water; required crewmembers and their baggage; and 
emergency equipment. (References: Advisory Circular 120-27, 
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight 
and Balance Handbook.'').

End QPS Requirements

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

                                                 Table A2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                      <<<QPS REQUIREMENTS>>>
----------------------------------------------------------------------------------------------------------------------------------
                  Test                                                                                           Simulator Level     Information notes
-----------------------------------------       Tolerance          Flight Conditions         Test details     --------------------
       No.                 Title                                                                                A    B    C    D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.               Taxi
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63447]]

 
1.a.1............  Minimum Radius Turn..  <plus-minus>3 ft (0.9  Ground...............  Record both Main and   ...   X    X    X
                                           m) or 20% of                                  Nose gear turning
                                           airplane turn radius.                         radius. This test is
                                                                                         to be accomplished
                                                                                         without the use of
                                                                                         brakes and only
                                                                                         minimum thrust,
                                                                                         except for airplanes
                                                                                         requiring asymmetric
                                                                                         thrust or braking to
                                                                                         turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2............  Rate of Turn vs.       <plus-minus>10% or     Ground...............  Record a minimum of    ...   X    X    X
                    Nosewheel Steering     <plus-minus>2% sec.                           two speeds, greater
                    Angle (NWA).           turn rate.                                    than minimum turning
                                                                                         radius speed, with a
                                                                                         spread of at least 5
                                                                                         knots groundspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b..............  Takeoff                                                              All commonly used
                                                                                         takeoff flap
                                                                                         settings are to be
                                                                                         demonstrated at
                                                                                         least once in the
                                                                                         tests for minimum
                                                                                         unstick (1.b.3.),
                                                                                         normal takeoff
                                                                                         (1.b.4.), critical
                                                                                         engine failure on
                                                                                         takeoff (1.b.5.), or
                                                                                         crosswind takeoff
                                                                                         (1.b.6.).
1.b.1............  Ground Acceleration    <plus-minus>5% time    Takeoff..............  Record acceleration     X    X    X    X   May be combined with
                    Time andDistance.      and distance or                               time and distance                          normal takeoff
                                           <plus-minus>5% time                           for a minimum of 80%                       (1.b.4.) or rejected
                                           and <plus-minus>200                           of the time from                           takeoff (1.b.7.).
                                           ft (61 m) of                                  brake release to VR.                       Plotted data should
                                           distance.                                     Preliminary aircraft                       be shown using
                                                                                         certification data                         appropriate scales
                                                                                         may be used.                               for each portion of
                                                                                                                                    the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2............  Minimum Control        <plus-minus>25% of     Takeoff..............  Engine failure speed    X    X    X    X   If a Vmcg test is not
                    Speed--ground (Vmcg)   maximum airplane                              must be within <plus-                      available an
                    using aerodynamic      lateral deviation or                          minus>1 knot of                            acceptable
                    controls only (per     <plus-minus>5 ft                              airplane engine                            alternative is a
                    applicable             (1.5 m).                                      failure speed.                             flight test snap
                    airworthiness          Additionally, for                             Engine thrust decay                        engine deceleration
                    standard or            those simulators of                           must be that                               to idle at a speed
                    alternative) or        airplanes with                                resulting from the                         between V11 and V1--
                    engine inoperative     reversible flight                             mathematical model                         10 knots, followed
                    test to demonstrate    control systems:                              for the engine                             by control of
                    ground control         Rudder pedal force;                           variant applicable                         heading using
                    characteristics.       <plus-minus>10% or                            to the full flight                         aerodynamic control
                                           <plus-minus>5 lb                              simulator under                            only. Recovery
                                           (2.2 daN).                                    test. If the modeled                       should be achieved
                                                                                         engine is not the                          with the main gear
                                                                                         same as the airplane                       on the ground. To
                                                                                         manufacturer's                             ensure only
                                                                                         flight test engine,                        aerodynamic control
                                                                                         a further test may                         is used, nosewheel
                                                                                         be run with the same                       steering should be
                                                                                         initial conditions                         disabled (i.e.,
                                                                                         using the thrust                           castored) or the
                                                                                         from the flight test                       nosewheel held
                                                                                         data as the driving                        slightly off the
                                                                                         parameter.                                 ground.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63448]]

 
1.b.3............  Minimum Unstick Speed  <plus-minus>3 kts      Takeoff..............  Record main landing     X    X    X    X   Vmu is defined as the
                    (Vmu) or equivalent    airspeed, <plus-                              gear strut                                 minimum speed at
                    test to demonstrate    minus>1.5[deg] pitch                          compression or                             which the last main
                    early rotation         angle.                                        equivalent air/                            landing gear leaves
                    takeoff                                                              ground signal.                             the ground. Main
                    characteristics.                                                     Record from 10 kt                          landing gear strut
                                                                                         before start of                            compression or
                                                                                         rotation until at                          equivalent air/
                                                                                         least 5 seconds                            ground signal should
                                                                                         after the occurrence                       be recorded. If a
                                                                                         of main gear lift-                         Vmu test is not
                                                                                         off.                                       available,
                                                                                                                                    alternative
                                                                                                                                    acceptable flight
                                                                                                                                    tests are a constant
                                                                                                                                    high-attitude take-
                                                                                                                                    off run through main
                                                                                                                                    gear lift-off of an
                                                                                                                                    early rotation take-
                                                                                                                                    off.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4............  Normal Takeoff.......  <plus-minus>3 kts      Takeoff..............  Record takeoff          X    X    X    X   This test may be used
                                           airspeed, <plus-                              profile from brake                         for ground
                                           minus>1.5[deg] pitch                          release to at least                        acceleration time
                                           angle, <plus-                                 200 ft (61 m) above                        and distance
                                           minus>1.5[deg] angle                          ground level (AGL).                        (1.b.1.). Plotted
                                           of attack, <plus-                             If the airplane has                        data should be shown
                                           minus>20 ft (6 m)                             more than one                              using appropriate
                                           height.                                       certificated takeoff                       scales for each
                                           Additionally, for                             configuration, a                           portion of the
                                           those simulators of                           different                                  maneuver.
                                           airplanes with                                configuration must
                                           reversible flight                             be used for each
                                           control systems:                              weight. Data are
                                           Stick/Column Force;                           required for a
                                           <plus-minus>10% or                            takeoff weight at
                                           <plus-minus> 5 lb                             near maximum takeoff
                                           (2.2 daN).                                    weight with a mid-
                                                                                         center of gravity
                                                                                         and for a light
                                                                                         takeoff weight with
                                                                                         an aft center of
                                                                                         gravity, as defined
                                                                                         in appendix F.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.5............  Critical Engine        <plus-minus>3 kts      Takeoff..............  Record takeoff          X    X    X    X
                    Failure on Takeoff.    airspeed, <plus-                              profile at near
                                           minus>1.5[deg] pitch                          maximum takeoff
                                           angle, <plus-                                 weight from prior to
                                           minus>1.5[deg] angle                          engine failure to at
                                           of attack, <plus-                             least 200 ft (61 m)
                                           minus>20 ft (6 m)                             AGL. Engine failure
                                           height, <plus-                                speed must be within
                                           minus>3[deg] heading                          <plus-minus>3 kts of
                                           angle, <plus-                                 airplane data.
                                           minus>2[deg] bank
                                           angle, <plus-
                                           minus>2[deg]
                                           sideslip angle.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           Stick/Column Force;
                                           <plus-minus>10% or
                                           <plus-minus>5 lb
                                           (2.2 daN); Wheel
                                           Force; <plus-
                                           minus>10% or <plus-
                                           minus>3 lb (1.3
                                           daN); and Rudder
                                           Pedal Force; <plus-
                                           minus>10% or <plus-
                                           minus>5 lb (2.2 daN).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.6............  Crosswind Takeoff....  <plus-minus>3 kts      Takeoff..............  Record takeoff          X    X    X    X   In those situations
                                           airspeed, <plus-                              profile from brake                         where a maximum
                                           minus>1.5[deg] pitch                          release to at least                        crosswind or a
                                           angle, <plus-                                 200 ft (61 m) AGL.                         maximum demonstrated
                                           minus>1.5[deg] angle                          Requires test data,                        crosswind is not
                                           of attack, <plus-                             including                                  included in the AFM,
                                           minus>20 ft (6 m)                             information on wind                        contact the NSPM.
                                           height, <plus-                                profile for a
                                           minus>2[deg] bank                             crosswind component
                                           angle, <plus-                                 of at least 60% of
                                           minus>2[deg]                                  the maximum
                                           sideslip angle;                               described in the
                                           <plus-minus>3[deg]                            Airplane Flight
                                           heading angle.                                Manual (AFM), as
                                           Additionally, for                             measured at 33 ft
                                           those simulators of                           (10 m) above the
                                           airplanes with                                runway.
                                           reversible flight
                                           control systems:
                                           Stick/Column Force;
                                           <plus-minus>10% or
                                           <plus-minus>5 lb
                                           (2.2 daN) stick/
                                           column force, <plus-
                                           minus>10% or <plus-
                                           minus>3 lb (1.3 daN)
                                           wheel force, <plus-
                                           minus>10% or <plus-
                                           minus>5 lb (2.2 daN)
                                           rudder pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63449]]

 
1.b.7............  Rejected Takeoff.....  <plus-minus>5% time    Takeoff..............  Record time and         X    X    X    X   Autobrakes will be
                                           or <plus-minus>1.5                            distance from brake                        used where
                                           sec, <plus-                                   release to full                            applicable.
                                           minus>7.5% distance                           stop. Speed for
                                           or <plus-minus>250                            initiation of the
                                           ft (<plus-minus>76                            reject must be at
                                           m).                                           least 80% of V1
                                                                                         speed. The airplane
                                                                                         must be at or near
                                                                                         the maximum takeoff
                                                                                         gross weight. Use
                                                                                         maximum braking
                                                                                         effort, auto or
                                                                                         manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8............  Dynamic Engine         <plus-minus>20% or     Takeoff..............  Engine failure speed   ...  ...   X    X   For safety
                    Failure After          <plus-minus>2[deg]/                           must be within <plus-                      considerations,
                    Takeoff.               sec body angular                              minus>3 kts of                             airplane flight test
                                           rates.                                        airplane data.                             may be performed out
                                                                                         Record Hands Off                           of ground effect at
                                                                                         from 5 secs. before                        a safe altitude, but
                                                                                         to at least 5 secs.                        with correct
                                                                                         after engine failure                       airplane
                                                                                         or 30[deg] Bank,                           configuration and
                                                                                         whichever occurs                           airspeed.
                                                                                         first. Engine
                                                                                         failure may be a
                                                                                         snap deceleration to
                                                                                         idle. (CCA: Test in
                                                                                         Normal and Non-
                                                                                         normal control
                                                                                         state.).
1.c..............  Climb
1.c.1............  Normal Climb, all      <plus-minus>3 kts      Clean................  Flight test data is     X    X    X    X
                    engines operating.     airspeed, <plus-                              preferred, however,
                                           minus>5% or <plus-                            airplane performance
                                           minus>100 FPM (0.5 m/                         manual data is an
                                           Sec.) climb rate.                             acceptable
                                                                                         alternative. Record
                                                                                         at nominal climb
                                                                                         speed and mid-
                                                                                         initial climb
                                                                                         altitude. Flight
                                                                                         simulator
                                                                                         performance must be
                                                                                         recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2............  One engine             <plus-minus>3 kts      For part 23            Flight test data is     X    X    X    X
                    Inoperative.           airspeed, <plus-       airplanes, in          preferred, however,
                                           minus>5% or <plus-     accordance with part   airplane performance
                                           minus>100 FPM (0.5 m/  23. For part 25        manual data is an
                                           Sec.) climb rate,      airplanes, Second      acceptable
                                           but not less than      Segment Climb.         alternative. Test at
                                           the FAA-Apprioved                             weight, altitude, or
                                           Airplane Flight                               temperature limiting
                                           Manual (AFM) values.                          conditions. Record
                                                                                         at nominal climb
                                                                                         speed. Flight
                                                                                         simulator
                                                                                         performance must be
                                                                                         recorded over an
                                                                                         interval of at least
                                                                                         1,000 ft. (300m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3............  One Engine             <plus-minus>10% time,  Clean................  Record results for at  ...  ...   X    X
                    Inoperative En route   <plus-minus>10%                               least a 5000 ft
                    Climb.                 distance, <plus-                              (1550 m) climb
                                           minus>10% fuel used.                          segment. Flight test
                                                                                         data or airplane
                                                                                         performance manual
                                                                                         data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63450]]

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

[[Page 63451]]

 
1.e.2............  Stopping time and      <plus-minus>5% time    Landing..............  Record time and         X    X    X    X
                    distance, using        and the smaller of                            distance for at
                    reverse thrust and     <plus-minus>10% or                            least 80% of the
                    no wheel brakes on a   <plus-minus>200 ft                            total time from
                    dry runway.            (61 m) of distance.                           initiation of
                                                                                         reverse thrust to
                                                                                         the minimum
                                                                                         operating speed with
                                                                                         full reverse thrust.
                                                                                         Data is required for
                                                                                         medium and near
                                                                                         maximum landing
                                                                                         gross weights. Data
                                                                                         on the position of
                                                                                         ground spoilers,
                                                                                         (including method of
                                                                                         deployment, if used)
                                                                                         must be provided.
                                                                                         Engineering data may
                                                                                         be used for the
                                                                                         medium gross weight
                                                                                         condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.3............  Stopping distance,     <plus-minus>10% of     Landing..............  Either flight test     ...  ...   X    X
                    using wheel brakes     distance or <plus-                            data or
                    and no reverse         minus>200 ft (61 m).                          manufacturer's
                    thrust on a wet                                                      performance manual
                    runway.                                                              data must be used
                                                                                         where available.
                                                                                         Engineering data
                                                                                         based on dry runway
                                                                                         flight test stopping
                                                                                         distance modified by
                                                                                         the effects of
                                                                                         contaminated runway
                                                                                         braking coefficients
                                                                                         are an acceptable
                                                                                         alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.4............  Stopping distance,     <plus-minus>10% of     Landing..............  Either flight test or  ...  ...   X    X
                    using wheel brakes     distance or <plus-                            manufacturer's
                    and no reverse         minus>200 ft (61 m).                          performance manual
                    thrust on an icy                                                     data must be used,
                    runway.                                                              where available.
                                                                                         Engineering data
                                                                                         based on dry runway
                                                                                         flight test stopping
                                                                                         distance modified by
                                                                                         the effects of
                                                                                         contaminated runway
                                                                                         braking coefficients
                                                                                         are an acceptable
                                                                                         alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f..............  Engines
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1............  Acceleration.........  <plus-minus>10% Tt     Approach or landing..  Record engine power     X    X    X    X   T1 is the total time
                                           and <plus-minus>10%                           (N1, N2, EPR,                              from initial
                                           Ti, or <plus-                                 Torque) from flight                        throttle movement
                                           minus>0.25 sec.                               idle to go-around                          until reaching a 10%
                                                                                         power for a rapid                          response of engine
                                                                                         (slam) throttle                            power.
                                                                                         movement.                                 Tt is the total time
                                                                                                                                    from initial
                                                                                                                                    throttle movement to
                                                                                                                                    reaching 90% of go
                                                                                                                                    around power.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63452]]

 
1.f.2............  Deceleration.........  <plus-minus>10% Tt     Ground...............  Record engine power    ...  ...  ...  ...  Ti is the total time
                                           and <plus-minus>10%                           (N1, N2, EPR,                              from initial
                                           Ti, or <plus-                                 Torque) from Max T/O                       throttle movement
                                           minus>0.25 sec.                               power to 90% decay                         until reaching a 10%
                                                                                         of Max T/O power for                       response of engine
                                                                                         a rapid (slam)                             power.
                                                                                         throttle movement.                        Tt is the total time
                                                                                                                                    from initial
                                                                                                                                    throttle movement to
                                                                                                                                    reaching 90% decay
                                                                                                                                    of maximum takeoff
                                                                                                                                    power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,      ...  ...  ...  ...  Contact the NSPM for
                    rudder pedal), special test fixtures will not be required during initial or upgrade                             clarification of any
                    evaluations if the sponsor's QTG/MQTG shows both text fixture results and the results of                        issue regarding
                    an alternative approach, such as computer plots produced concurrently, that provide                             airplanes with
                    satisfactory agreement. Repeat of the alternative method during the initial or upgrade                          reversible controls.
                    evaluation would then satisfy this test requirement. For initial and upgrade evaluations,
                    the control dynamic characteristics must be measured at and recorded directly from the
                    cockpit controls, and must be accomplished in takeoff, cruise, and landing flight
                    conditions and configurations. Testing of position versus force is not applicable if
                    forces are generated solely by use of airplane hardware in the full flight simulator
                  --------------------------------------------------------------------------------------------------------------------------------------
2.a..............  Static Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a..........  Pitch Controller       <plus-minus>2 lb (0.9  Ground...............  Record results for an   X    X    X    X   Test results should
                    Position vs. Force     daN) breakout, <plus-                         uninterrupted                              be validated (where
                    and Surface Position   minus>10% or <plus-                           control sweep to the                       possible) with in-
                    Calibration.           minus>5 lb (2.2 daN)                          stops.                                     flight data from
                                           force, <plus-                                                                            tests such as
                                           minus>2[deg]                                                                             longitudinal static
                                           elevator.                                                                                stability or stalls.
                                                                                                                                    Static and dynamic
                                                                                                                                    flight control tests
                                                                                                                                    should be
                                                                                                                                    accomplished at the
                                                                                                                                    same feel or impact
                                                                                                                                    pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b..........  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a..........  Roll Controller        <plus-minus>2 lb (0.9  Ground...............  Record results for an   X    X    X    X   Test results should
                    Position vs. Force     daN) breakout, <plus-                         uninterrupted                              be validated with in-
                    Surface Position       minus>10% or <plus-                           control sweep to the                       flight data from
                    Calibration.           minus>3 lb (1.3 daN)                          stops.                                     tests such as engine
                                           force, <plus-                                                                            out trims, steady
                                           minus>2[deg]                                                                             state or sideslips.
                                           aileron, <plus-                                                                          Static and dynamic
                                           minus>3[deg] spoiler                                                                     flight control tests
                                           angle.                                                                                   should be
                                                                                                                                    accomplished at the
                                                                                                                                    same feel or impact
                                                                                                                                    pressures.
2.a.2.b..........  (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.a..........  Rudder Pedal Position  <plus-minus>5 lb (2.2  Ground...............  Record results for an   X    X    X    X   Test results should
                    vs. Force and          daN) breakout, <plus-                         uninterrupted                              be validated with in-
                    Surface Position       minus>10% or <plus-                           control sweep to the                       flight data from
                    Calibration.           minus>5 lb (2.2 daN)                          stops.                                     tests such as engine
                                           force, <plus-                                                                            out trims, steady
                                           minus>2\1/2\ rudder                                                                      state or sideslips.
                                           angle.                                                                                   Static and dynamic
                                                                                                                                    flight control tests
                                                                                                                                    should be
                                                                                                                                    accomplished at the
                                                                                                                                    same feel or impact
                                                                                                                                    pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b..........  (Reserved)...........
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4............  Nosewheel Steering     <plus-minus>2 lb (0.9  Ground...............  Record results for an   X    X    X    X   .....................
                    Controller Force &     daN) breakout, <plus-                         uninterrupted
                    Position Calibration.  minus>10% or <plus-                           control sweep to the
                                           minus>3 lb (1.3 daN)                          stops.
                                           force, <plus-
                                           minus>2\1/2\
                                           nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63453]]

 
2.a.5............  Rudder Pedal Steering  <plus-                 Ground...............  Record results for an   X    X    X    X   .....................
                    Calibration.           minus>[deg]nosewheel                          uninterrupted
                                           angle.                                        control sweep to the
                                                                                         stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6............  Pitch Trim Indicator   <plus-minus>0.5[deg]   Ground...............  .....................   X    X    X    X   The purpose of the
                    vs. Surface Position   of computed trim                                                                         test is to compare
                    Calibration.           surface angle.                                                                           full flight
                                                                                                                                    simulator against
                                                                                                                                    design data or
                                                                                                                                    equivalent
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7............  (Reserved)...........  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8............  Alignment of Cockpit   <plus-minus>5[deg] of  Ground...............  Requires simultaneous   X    X    X    X   .....................
                    Throttle Lever vs.     throttle lever                                recording for all
                    Selected Engine        angle, or <plus-                              engines. The
                    Parameter.             minus>3% N1 or <plus-                         tolerances apply
                                           minus>03 EPR, or                              against airplane
                                           <plus-minus> torque.                          data and between
                                           For propeller-driven                          engines. In the case
                                           airplanes where the                           of propeller powered
                                           propeller control                             airplanes, if a
                                           levers do not have                            propeller lever is
                                           angular travel, a                             present, it must
                                           tolerance of <plus-                           also be checked. For
                                           minus>0.8 inch                                airplanes with
                                           (<plus-minus>2 cm.)                           throttle
                                           applies.                                      ``detents,'' all
                                                                                         detents must be
                                                                                         presented. May be a
                                                                                         series of snapshot
                                                                                         test results..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9............  Brake Pedal Position   <plus-minus>5 lb (2.2  Ground...............  Hydraulic system        X    X    X    X   Full flight simulator
                    vs. Force and Brake    daN) or 10% force,                            pressure must be                           computer output
                    System Pressure        <plus-minus>150 psi                           related to pedal                           results may be used
                    Calibation.            (1.0 MPa) or <plus-                           position through a                         to show compliance.
                                           minus>10% brake                               ground static test.
                                           system pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b..............  Dynamic Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   (3) Tests 2.b.1., 2.b.2., and 2.b.3 are not applicable if dynamic response is generated
                    solely by use of airplane hardware in the full flight simulator. Power setting is that
                    required for level flight unless otherwise specified.
                  --------------------------------------------------------------------------------------------------------------------------------------
2.b.1............  Pitch Control........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems <plus-         Landing.               control displacement                       sequential period of
                                           minus>10% of time                             in both directions.                        a full cycle of
                                           from 90% of initial                           Tolerances apply                           oscillation. Refer
                                           displacement (0.9                             against the absolute                       to paragraph 3 of
                                           Ad) to first zero                             values of each                             this attachment for
                                           crossing and <plus-                           period (considered                         more information.
                                           minus>10 (n+1)% of                            independently).                            Static and dynamic
                                           period thereafter                             Normal control                             flight control tests
                                           <plus-minus>10%                               displacement for                           should be
                                           amplitude of first                            this test is 25% to                        accomplished at the
                                           overshoot applied to                          50% of the maximum                         same feel or impact
                                           all overshoots                                allowable pitch                            pressures.
                                           greater than 5% of                            controller                                For the alternate
                                           initial displacement                          deflection for                             method (see
                                           (.05 Ad). <plus-                              flight conditions                          paragraph 3 of this
                                           minus>1 overshoot                             limited by the                             attachment).
                                           (first significant                            maneuvering load                          The slow sweep is the
                                           overshoot must be                             envelope.                                  equivalent to the
                                           matched).                                                                                static test 2.a.1.
                                          For overdamped                                                                            For the moderate and
                                           systems: <plus-                                                                          rapid sweeps: <plus-
                                           minus>10% of time                                                                        minus>2 lb (0.9 daN)
                                           from 90% of initial                                                                      or <plus-minus>10%
                                           displacement (0.9                                                                        dynamic increment
                                           Ad) to 10% of                                                                            above the static
                                           initial displacement                                                                     force.
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63454]]

 
2.b.2............  Roll Control.........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems: <plus-        Landing.               control displacement                       sequential period of
                                           minus>10% of time                             in both directions.                        a full cycle of
                                           from 90% of initial                           Tolerances apply                           oscillation. Refer
                                           displacement (0.9                             against the absolute                       to paragraph 3 of
                                           Ad) to first zero                             values of each                             this attachment for
                                           crossing, and <plus-                          period (considered                         more information.
                                           minus>10 (n+1)% of                            independently).                            Static and dynamic
                                           period thereafter.                            Normal control                             flight control tests
                                          <plus-minus>10%                                displacement for                           should be
                                           amplitude of first                            this test is 25% to                        accomplished at the
                                           overshoot, applied                            50% of maximum                             same feel or impact
                                           to all overshoots                             allowable roll                             pressures.
                                           greater than 5% of                            controller                                For the alternate
                                           initial displacement                          deflection for                             method (see
                                           (.05 Ad), <plus-                              flight conditions                          paragraph 3 of this
                                           minus>1 overshoot                             limited by the                             attachment).
                                           (first significant                            maneuvering load                          The slow sweep is the
                                           overshoot must be                             envelope.                                  equivalent to the
                                           matched).                                                                                static test 2.a.2.
                                          For overdamped                                                                            For the moderate and
                                           systems: <plus-                                                                          rapid sweeps: <plus-
                                           minus>10% of time                                                                        minus>2 lb (0.9 daN)
                                           from 90% of initial                                                                      or <plus-minus>10%
                                           displacement (0.9                                                                        dynamic increment
                                           Ad) to 10% of                                                                            above the static
                                           initial displacement                                                                     force.
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3............  Yaw Control..........  For underdamped        Takeoff, Cruise, and   Data must show normal  ...  ...   X    X   ``n'' is the
                                           systems: <plus-        Landing.               control displacement                       sequential period of
                                           minus>10% of time                             in both directions.                        a full cycle of
                                           from 90% of initial                           Tolerances apply                           oscillation. Refer
                                           displacement (0.9                             against the absolute                       to paragraph 3 of
                                           Ad) to first zero                             values of each                             this attachment for
                                           crossing, and <plus-                          period (considered                         more information.
                                           minus>10 (n+1)% of                            independently).                            Static and dynamic
                                           period thereafter                             Normal control                             flight control tests
                                           <plus-minus>10%                               displacement for                           should be
                                           amplitude of first                            this test is 25% to                        accomplished at the
                                           overshoot, applied                            50% of full throw.                         same feel or impact
                                           to all overshoots                                                                        pressures.
                                           greater than 5% of                                                                      For the alternate
                                           initial displacement                                                                     method (see
                                           (.05 Ad), <plus-                                                                         paragraph 3 of this
                                           minus>1 overshoot                                                                        attachment).
                                           (first significant                                                                      The slow sweep is the
                                           overshoot must be                                                                        equivalent to the
                                           matched).                                                                                static test 2.a.3.
                                          For overdamped                                                                            For the moderate and
                                           systems: <plus-                                                                          rapid sweeps: <plus-
                                           minus>10% of time                                                                        minus>2 lb (0.9 daN)
                                           from 90% of initial                                                                      or <plus-minus>10%
                                           displacement (0.9                                                                        dynamic increment
                                           Ad) to 10% of                                                                            above the static
                                           initial displacement                                                                     force.
                                           (0.1 Ad).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.4............  Small Control Inputs-- <plus-minus>0.15[deg]/ Approach or Landing..  Control inputs must    ...  ...   X    X
                    Pitch.                 sec body pitch rate                           be typical of minor
                                           or <plus-minus>20%                            corrections made
                                           of peak body pitch                            while established on
                                           rate applied                                  an ILS approach
                                           throughout the time                           course
                                           history.                                      (approximately
                                                                                         0.5[deg]/sec to
                                                                                         2[deg]/sec pitch
                                                                                         rate). The test must
                                                                                         be in both
                                                                                         directions, showing
                                                                                         time history data
                                                                                         from 5 seconds
                                                                                         before until at
                                                                                         least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63455]]

 
2.b.5............  Small Control Inputs-- <plus-minus>0.15[deg]/ Approach or landing..  Control inputs must    ...  ...   X    X
                    Roll.                  sec body roll rate                            be typical of minor
                                           or <plus-minus>20%                            corrections made
                                           of peak body roll                             while established on
                                           rate applied                                  an ILS approach
                                           throughout the time                           course
                                           history.                                      (approximately
                                                                                         0.5[deg]/sec to
                                                                                         2[deg]/sec roll
                                                                                         rate). The test must
                                                                                         be run in only one
                                                                                         direction; however,
                                                                                         for airplanes that
                                                                                         exhibit non-
                                                                                         symmetrical
                                                                                         behavior, the test
                                                                                         must include both
                                                                                         directions. Time
                                                                                         history data must be
                                                                                         recorded from 5
                                                                                         seconds before until
                                                                                         at least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.6............  Small Control Inputs-- <plus-minus>0.15[deg]/ Approach or landing..  Control inputs must    ...  ...   X    X
                    Yaw.                   sec body yaw rate or                          be typical of minor
                                           <plus-minus>20% of                            corrections made
                                           peak body yaw rate                            while established on
                                           applied throughout                            an ILS approach
                                           the time history.                             course
                                                                                         (approximately
                                                                                         0.5[deg]/sec to
                                                                                         2[deg]/sec yaw
                                                                                         rate). The test must
                                                                                         be run in only one
                                                                                         direction; however,
                                                                                         for airplanes that
                                                                                         exhibit non-
                                                                                         symmetrical
                                                                                         behavior, the test
                                                                                         must include both
                                                                                         directions. Time
                                                                                         history data must be
                                                                                         recorded from 5
                                                                                         seconds before until
                                                                                         at least 5 seconds
                                                                                         after initiation of
                                                                                         control input.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c..............  Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63456]]

 
2.c.1............  Power Change Dynamics  <plus-minus>3 kt       Approach.............  Power is changed from   X    X    X    X
                                           airspeed, <plus-                              the thrust setting
                                           minus>100 ft (30 m)                           required for
                                           altitude, <plus-                              approach or level
                                           minus>20% or <plus-                           flight to maximum
                                           minus>1.5[deg] pitch                          continuous thrust or
                                           angle.                                        go-around power
                                                                                         setting. Record the
                                                                                         uncontrolled free
                                                                                         response from at
                                                                                         least 5 seconds
                                                                                         before the power
                                                                                         change is initiated
                                                                                         to 15 seconds after
                                                                                         the power change is
                                                                                         completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2............  Flap/Slat Change       <plus-minus>3 kt       Takeoff through        Record the              X    X    X    X
                    Dynamics.              airspeed, <plus-       initial flap           uncontrolled free
                                           minus>100 ft (30 m)    retraction, and        response from at
                                           altitude, <plus-       approach to landing.   least 5 seconds
                                           minus>20% or <plus-                           before the
                                           minus>1.5[deg] angle.                         configuration change
                                                                                         is initiated to 15
                                                                                         seconds after the
                                                                                         configuration change
                                                                                         is completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3............  Spoiler/Speedb rake    <plus-minus>3 kt       Cruise...............  Record the              X    X    X    X
                    Change Dynamics.       airspeed, <plus-                              uncontrolled free
                                           minus>100 ft (30 m)                           response from at
                                           altitude, <plus-                              least 5 seconds
                                           minus>20% or <plus-                           before the
                                           minus>1.5[deg] pitch                          configuration change
                                           angle.                                        is initiated to 15
                                                                                         seconds after the
                                                                                         configuration change
                                                                                         is completed. Record
                                                                                         results for both
                                                                                         extension and
                                                                                         retraction.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4............  Gear Change Dynamics.  <plus-minus>3 kt       Takeoff (retraction),  Record the time         X    X    X    X
                                           airspeed, <plus-       and Approach           history of
                                           minus>100 ft (30 m)    (extension).           uncontrolled free
                                           altitude, <plus-                              response for a time
                                           minus>20% or <plus-                           increment from at
                                           minus>1.5[deg] pitch                          least 5 seconds
                                           angle.                                        before the
                                                                                         configuration change
                                                                                         is initiated to 15
                                                                                         seconds after the
                                                                                         configuration change
                                                                                         is completed.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63457]]

 
2.c.5............  Longitudinal Trim....  <plus-minus>0.5[deg]   Cruise, Approach, and  Record steady-state     X    X    X    X
                                           stabilizer, <plus-     Landing.               condition with wings
                                           minus>1[deg]                                  level and thrust set
                                           elevator, <plus-                              for level flight.
                                           minus>1[deg] pitch                            May be a series of
                                           angle, <plus-                                 snapshot tests.
                                           minus>5% net thrust                          CCA: Test in normal
                                           or equivalent.                                and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.6............  Longitudinal           <plus-minus>5 lb       Cruise, Approach, and  Continuous time         X    X    X    X
                    Maneuvering            (<plus-minus>2.2       Landing.               history data or a
                    Stability (Stick       daN) or <plus-                                series of snapshot
                    Force/g).              minus>10% pitch                               tests may be used.
                                           controller force..                            Record results up to
                                          Alternative method:                            approximately
                                           <plus-minus>1[deg]                            30[deg] of bank for
                                           or <plus-minus>10%                            approach and landing
                                           change of elevator.                           configurations.
                                                                                         Record results for
                                                                                         up to approximately
                                                                                         45[deg] of bank for
                                                                                         the cruise
                                                                                         configuration. The
                                                                                         force tolerance is
                                                                                         not applicable if
                                                                                         forces are generated
                                                                                         solely by the use of
                                                                                         airplane hardware in
                                                                                         the full flight
                                                                                         simulator.
                                                                                        The alternative
                                                                                         method applies to
                                                                                         airplanes that do
                                                                                         not exhibit ``stick-
                                                                                         force-per-g''
                                                                                         characteristics..
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7............  Longitudinal.........  <plus-minus>5 lb       Approach.............  Record results for at   X    X    X    X
                                           (<plus-minus>2.2                              least 2 speeds above
                                           daN) or <plus-                                and 2 speeds below
                                           minus>10% pitch                               trim speed. May be a
                                           controller force..                            series of snapshot
                                          Alternative method:                            test results. The
                                           <plus-minus>1[deg]                            force tolerance is
                                           or <plus-minus>10%                            not applicable if
                                           change of elevator..                          forces are generated
                                                                                         solely by the use of
                                                                                         airplane hardware in
                                                                                         the full flight
                                                                                         simulator.
                                                                                        The alternative
                                                                                         method applies to
                                                                                         airplanes that do
                                                                                         not exhibit speed
                                                                                         stability
                                                                                         characteristics..
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63458]]

 
2.c.8............  Stall Characteristics  <plus-minus>3 kt       Second Segment Climb,  The stall maneuver      X    X    X    X
                                           airspeed for initial   and Approach or        must be entered with
                                           buffet, stall          Landing.               thrust at or near
                                           warning, and stall                            idle power and wings
                                           speeds.                                       level (1g). Record
                                           Additionally, for                             the stall warning
                                           those simulators                              signal and initial
                                           with reversible                               buffet, if
                                           flight control                                applicable. Time
                                           systems: <plus-                               history data must be
                                           minus>10% or <plus-                           recorded for full
                                           minus>5 lb (2.2                               staff and initiation
                                           daN)) Stick/Column                            of recovery. The
                                           force (prior to ``g                           stall warning signal
                                           break'' only).                                must occur in the
                                                                                         proper relation to
                                                                                         buffet/stall. Full
                                                                                         flight simulators of
                                                                                         airplanes exhibiting
                                                                                         a sudden pitch
                                                                                         attitude change or
                                                                                         ``g break'' must
                                                                                         demonstrate this
                                                                                         characteristic.
                                                                                        CCA: Test in normal
                                                                                         and non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.9............  Phugoid Dynamics.....  <plus-minus>10%        Cruise...............  The test must include   X    X    X    X
                                           period, <plus-                                whichever is less of
                                           minus>10% of time to                          the following: Three
                                           \1/2\ or double                               full cycles (six
                                           amplitude or <plus-                           overshoots after the
                                           minus>.02 of damping                          input is completed),
                                           ratio.                                        or the number of
                                                                                         cycles sufficient to
                                                                                         determine time to \1/
                                                                                         2\ or double
                                                                                         amplitude.
                                                                                        CCA: Test in Non-
                                                                                         normal and non-
                                                                                         normal control
                                                                                         states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10...........  Short Period Dynamics  <plus-minus>1.5[deg]   Cruise...............  CCA: Test in Normal    ...   X    X   ...
                                           pitch angle or <plus-                         and Non-normal
                                           minus>2[deg]/sec                              control states.
                                           pitch rate, <plus-
                                           minus>0.10g
                                           acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.11...........  (Reserved)             .....................  .....................  .....................  ...  ...  ...  ...  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d                Lateral Directional Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1............  Minimum Control        <plus-minus>3 kt       Takeoff or Landing     Takeoff thrust must     X    X    X    X   Low Speed Engine
                    Speed, Air (Vmca or    airspeed.              (whichever is most     be used on the                             Inoperative Handling
                    Vmcl), per                                    critical in the        operating engine(s).                       may be governed by a
                    Applicable                                    airplane).             A time history or a                        performance or
                    Airworthiness                                                        series of snapshot                         control limit that
                    Standard or Low                                                      tests may be used.                         prevents
                    Speed Engine                                                         CCA: Test in Normal                        demonstration of
                    Inoperative Handling                                                 and Non-normal                             Vmca in the
                    Characteristics in                                                   control states.                            conventional manner.
                    the Air.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63459]]

 
2.d.2............  Roll Response (Rate).  <plus-minus>10% or     Cruise, and Approach   Record results for      X    X    X    X   .....................
                                           <plus-minus>2[deg]/    or Landing.            normal roll
                                           sec roll rate.                                controller
                                           Additionally, for                             deflection (about
                                           those simulators of                           one-third of maximum
                                           airplanes with                                roll controller
                                           reversible flight                             travel). May be
                                           control systems:                              combined with step
                                           <plus-minus>10% or                            input of flight deck
                                           <plus-minus>3lb (1.3                          roll controller test
                                           daN) wheel force.                             (2.d.3).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3............  Roll Response to       <plus-minus>10% or     Approach or Landing..  Record from             X    X    X    X   With wings level,
                    Cockpit Roll           <plus-minus>2[deg]                            initiation of roll                         apply a step roll
                    Controller Step        bank angle.                                   through 10 seconds                         control input using
                    Input.                                                               after control is                           approximately one-
                                                                                         returned to neutral                        third of the roll
                                                                                         and released. May be                       controller travel.
                                                                                         combined with roll                         When reaching
                                                                                         response (rate) test                       approximately
                                                                                         (2.d.2).                                   20[deg] to 30[deg]
                                                                                        CCA: Test in Normal                         of bank, abruptly
                                                                                         and Non-normal                             return the roll
                                                                                         control states..                           controller to
                                                                                                                                    neutral and allow
                                                                                                                                    approximately 10
                                                                                                                                    seconds of airplane
                                                                                                                                    free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4............  Spiral Stability.....  Correct trend and      Cruise...............  Record results for      X    X    X    X   .....................
                                           <plus-minus>2[deg]                            both directions.
                                           or <plus-minus>10%                            Airplane data
                                           bank angle in 20                              averaged from
                                           seconds.                                      multiple tests may
                                          Alternate test                                 be used.
                                           requires correct                             As an alternate test,
                                           trend and <plus-                              demonstrate the
                                           minus>2[deg]                                  lateral control
                                           aileron..                                     required to maintain
                                                                                         a steady turn with a
                                                                                         bank angle of
                                                                                         approximately
                                                                                         30[deg].
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.5............  Engine Inoperative     <plus-minus>1[deg]     Second Segment Climb,  May be a series of      X    X    X    X   The test should be
                    Trim.                  rudder angle or        and Approach or        snapshot tests.                            performed in a
                                           <plus-minus>1[deg]     Landing.                                                          manner similar to
                                           tab angle or                                                                             that for which a
                                           equivalent pedal,                                                                        pilot is trained to
                                           <plus-minus>2[deg]                                                                       trim an engine
                                           sideslip angle.                                                                          failure condition.
                                                                                                                                    Second segment climb
                                                                                                                                    test should be at
                                                                                                                                    takeoff thrust.
                                                                                                                                    Approach or landing
                                                                                                                                    test should be at
                                                                                                                                    thrust for level
                                                                                                                                    flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6............  Rudder Response......  <plus-minus>2[deg]/    Approach or Landing..  Record results for      X    X    X    X   .....................
                                           sec or <plus-                                 stability
                                           minus>10% yaw rate.                           augmentation system
                                                                                         ON and OFF. A rudder
                                                                                         step input of 20%-
                                                                                         30% rudder pedal
                                                                                         throw is used.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63460]]

 
2.d.7............  Dutch Roll (Yaw        <plus-minus>0.5 sec    Cruise, and Approach   Record results for at  ...   X    X    X   .....................
                    Damper OFF).           or <plus-minus>10%     or Landing.            least 6 complete
                                           of period, <plus-                             cycles with
                                           minus>10% of time to                          stability
                                           \1/2\ or double                               augmentation OFF.
                                           amplitude or <plus-                          CCA: Test in Normal
                                           minus>.02 of damping                          and Non-normal
                                           ratio. <plus-                                 control states..
                                           minus>20% or <plus-
                                           minus>1 sec of time
                                           difference between
                                           peaks of bank and
                                           sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8............  Steady State Sideslip  For given rudder       Approach or Landing..  May be a series of      X    X    X    X   .....................
                                           position, <plus-                              snapshot test
                                           minus>2[deg] bank                             results using at
                                           angle, <plus-                                 least two rudder
                                           minus>1[deg]                                  positions. Propeller
                                           sideslip angle,                               driven airplanes
                                           <plus-minus>10% or                            must test in each
                                           <plus-minus>2[deg]                            direction.
                                           aileron, <plus-
                                           minus>10% or <plus-
                                           minus>5[deg] spoiler
                                           or equivalent roll,
                                           controller position
                                           or force.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           <plus-minus>10% or
                                           <plus-minus>3 lb
                                           (1.3 daN) wheel
                                           force <plus-
                                           minus>10% or <plus-
                                           minus>5 lb (2.2 daN)
                                           rudder pedal force.
2.e..............  Landings
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.1............  Normal Landing.......  <plus-minus>3 kt       Landing..............  Record results from a  ...   X    X    X   Tests should be
                                           airspeed, <plus-                              minimum of 200 ft                          conducted with two
                                           minus>1.5[deg] pitch                          (61 m) AGL to nose-                        normal landing flap
                                           angle, <plus-                                 wheel touchdown..                          settings (if
                                           minus>1.5[deg] angle                         CCA: Test in Normal                         applicable). One
                                           of attack, <plus-                             and Non-normal                             should be at or near
                                           minus>10% or <plus-                           control states.                            maximum certificated
                                           minus>10 ft (3 m)                                                                        landing weight. The
                                           height.                                                                                  other should be at
                                           Additionally, for                                                                        light or medium
                                           those simulators of                                                                      landing weight.
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           <plus-minus>10% or
                                           <plus-minus>5 lbs
                                           (<plus-minus>2.2
                                           daN) stick/column
                                           force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.2............  Miminum Flap Landing.  <plus-minus>3 kt       Minimum Certified      Record results from a  ...  ...   X    X
                                           airspeed, <plus-       Landing Flap           minimum of 200 ft
                                           minus>1.5[deg] pitch   Configuration.         (61 m) AGL to
                                           angle, <plus-                                 nosewheel touchdown
                                           minus>1.5[deg] angle                          with airplane at
                                           of attack, <plus-                             near Maximum Landing
                                           minus>10% or <plus-                           Weight.
                                           minus>10 ft (3 m)
                                           height.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           <plus-minus>10% or
                                           <plus-minus>5 lbs
                                           (2.2 daN) stick/
                                           column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3............  Crosswind Landing....  <plus-minus>3 kt       Landing..............  Record results from a  ...   X    X    X   Test data should
                                           airspeed, <plus-                              minimum of 200 ft                          include information
                                           minus>1.5[deg] pitch                          (61 m) AGL, through                        on wind profile, for
                                           angle, <plus-                                 nosewheel touchdown,                       a crosswind
                                           minus>1.5[deg] angle                          to 50% decrease in                         component of 60% of
                                           of attack, <plus-                             main landing gear                          the maximum
                                           minus>10% or <plus-                           touchdown speed.                           described in the AFM
                                           minus>10 ft (3 m)                                                                        as measured at 33 ft
                                           height <plus-                                                                            (10m) above the
                                           minus>2[deg] bank                                                                        runway.
                                           angle, <plus-
                                           minus>2[deg]
                                           sideslip angle,
                                           <plus-minus>3[deg]
                                           heading angle.
                                           Additionally, for
                                           those simulators of
                                           airplanes with
                                           reversible flight
                                           control systems:
                                           <plus-minus>10% or
                                           <plus-minus>3 lbs
                                           (1.3 daN) wheel
                                           force <plus-
                                           minus>10% or <plus-
                                           minus>5 lb (2.2 daN)
                                           rudder pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.4............  One Engine             <plus-minus>3 kt       Landing..............  Record results from a  ...   X    X    X
                    Inoperative Landing.   airspeed, <plus-                              minimum of 200 ft
                                           minus>1.5[deg] pitch                          (61 m) AGL, through
                                           angle, <plus-                                 nosewheel touchdown,
                                           minus>1.5[deg] angle                          to 50% decrease in
                                           of attack, <plus-                             main landing gear
                                           minus>10% height or                           touchdown speed or
                                           <plus-minus>10 ft (3                          less.
                                           m); <plus-
                                           minus>2[deg] bank
                                           angle, <plus-
                                           minus>2[deg]
                                           sideslip angle,
                                           <plus-minus>3[deg]
                                           heading.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.5............  Autopilot landing (if  <plus-minus>5 ft       Landing..............  If autopilot provides  ...   X    X    X   Tf = duration of
                    applicable).           (1.5m) flare height,                          rollout guidance,                          flare
                                           <plus-minus>0.5 sec                           record lateral
                                           Tf, <plus-minus>140                           deviation from
                                           ft/min (.7 m/sec)                             touchdown to a 50%
                                           rate of descent at                            decrease in main
                                           touch-down. <plus-                            landing gear
                                           minus>10 ft (3 m)                             touchdown speed or
                                           lateral deviation                             less. Time of
                                           during rollout.                               autopilot flare mode
                                                                                         engage and main gear
                                                                                         touchdown must be
                                                                                         noted.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63461]]

 
2.e.6............  All engines            <plus-minus>3 kt       As per AFM...........  Normal, all-engines-   ...   X    X    X
                    operating,             airspeed, <plus-                              operating, Go Around
                    autopilot, go around.  minus>1.5[deg] pitch                          with the autopilot
                                           angle, <plus-                                 engaged (if
                                           minus>1.5[deg] angle                          applicable) at
                                           of attack.                                    medium landing
                                                                                         weight.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.7............  One engine             <plus-minus>3 kt       As per AFM...........  The one engine         ...   X    X    X
                    inoperative go         airspeed, <plus-                              inoperative go
                    around.                minus>1.5[deg] pitch                          around is required
                                           angle, <plus-                                 at near maximum
                                           minus>1.5[deg] angle                          certificated landing
                                           of attack, <plus-                             weight with the
                                           minus>2[deg] bank                             critical engine
                                           angle, <plus-                                 inoperative using
                                           minus>2[deg]                                  manual controls. If
                                           slideslip angle.                              applicable, an
                                                                                         additional engine
                                                                                         inoperative go
                                                                                         around test must be
                                                                                         accomplished with
                                                                                         the autopilot
                                                                                         engaged.
                                                                                        CCA: Test in Normal
                                                                                         and Non-normal
                                                                                         control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8............  Directional control    <plus-minus>2[deg]/    Landing..............  Record results         ...   X    X    X
                    (rudder                sec yaw rate, <plus-                          starting from a
                    effectiveness) with    minus>5 kts airspeed.                         speed approximating
                    symmetric reverse                                                    touchdown speed to
                    thrust.                                                              the minimum thrust
                                                                                         reverser operation
                                                                                         speed. With full
                                                                                         reverse thrust,
                                                                                         apply yaw control in
                                                                                         both directions
                                                                                         until reaching
                                                                                         minimum thrust
                                                                                         reverser operation
                                                                                         speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.9............  Directional control    <plus-minus>5 kt       Landing..............  Maintain heading with  ...   X    X    X
                    (rudder                airspeed, <plus-                              yaw control with
                    effectiveness) with    minus>3[deg] heading                          full reverse thrust
                    symmetric reverse      angle.                                        on the operating
                    thrust.                                                              engine(s). Record
                                                                                         results starting
                                                                                         from a speed
                                                                                         approximating
                                                                                         touchdown speed to a
                                                                                         speed at which
                                                                                         control of yaw
                                                                                         cannot be maintained
                                                                                         or until reaching
                                                                                         minimum thrust
                                                                                         reverser operation
                                                                                         speed, whichever is
                                                                                         higher. The
                                                                                         tolerance applies to
                                                                                         the low speed end of
                                                                                         the data recording.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.f..............  Ground Effect........
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63462]]

 
                   Test to demonstrate    <plus-minus>1[deg]     Landing..............  The Ground Effect      ...   X    X    X   See paragraph 4,
                    Ground Effect.         elevator or                                   model must be                              Ground Effect, in
                                           stabilizer angle,                             validated by the                           this attachment for
                                           <plus-minus>5% net                            test selected and a                        additional
                                           thrust or                                     rationale must be                          information.
                                           equivalent, <plus-                            provided for
                                           minus>1[deg] angle                            selecting the
                                           of attack, <plus-                             particular test.
                                           minus>10% height or
                                           <plus-minus>5 ft
                                           (1.5 m), <plus-
                                           minus>3 kt airspeed,
                                           <plus-minus>1[deg]
                                           pitch angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g..............  Windshear
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   Four tests, two        See Attachment 5.....  Takeoff and Landing..  Requires windshear     ...  ...   X    X   See Attachment 5 for
                    takeoff and two                                                      models that provide                        information related
                    landing, with one of                                                 training in the                            to Level A and B
                    each conducted in                                                    specific skills                            simulators.
                    still air and the                                                    needed to recognize
                    other with windshear                                                 windshear phenomena
                    active to                                                            and to execute
                    demonstrate                                                          recovery procedures.
                    windshear models.                                                    See Attachment 5 for
                                                                                         tests, tolerances,
                                                                                         and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h..............  Flight Maneuver and Envelope Protection Functions
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   The requirements of tests h(1) through (6) of this attachment are applicable to computer
                    controlled airplanes only. Time history results are required for simulator response to
                    control inputs during entry into envelope protection limits including both normal and
                    degraded control states if the function is different. See thrust as required to reach the
                    envelope protection function
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.1............  Overspeed............  <plus-minus>5 kt       Cruise...............  .....................  ...   X    X    X
                                           airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2............  Minimum Speed........  <plus-minus>3 kt       Takeoff, Cruise, and   .....................  ...   X    X    X
                                           airspeed.              Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3............  Load Factor..........  <plus-minus>0.1g       Takeoff, Cruise......  .....................  ...   X    X    X
                                           normal load factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4............  Pitch Angle..........  <plus-minus>1.5[deg]   Cruise, Approach.....  .....................  ...   X    X    X
                                           pitch angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5............  Bank Angle...........  <plus-minus>2[deg] or  Approach.............  .....................  ...   X    X    X
                                           <plus-minus>10% bank
                                           angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.6............  Angle of Attack......  <plus-minus>1.5[deg]   Second Segment Climb,  .....................  ...   X    X    X
                                           angle of attack.       and Approach or
                                                                  Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System
3.a..............  Frequency response...
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Based on Simulator     N/A..................  The test must           X    X    X    X   This test is not
                                           Capability.                                   demonstrate                                required as part of
                                                                                         frequency response                         continuing
                                                                                         of the motion system.                      qualification
                                                                                                                                    evaluations, and
                                                                                                                                    should be part of
                                                                                                                                    the MQTG.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d..............  Motion system repeatability
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63463]]

 
                                          <plus-minus>0.05g      None.................  A demonstration is      X    X    X    X
                                           actual platform                               required and must be
                                           linear acceleration.                          made part of the
                                                                                         MQTG. The assessment
                                                                                         procedures must be
                                                                                         designed to ensure
                                                                                         that the motion
                                                                                         system hardware and
                                                                                         software (in normal
                                                                                         flight simulator
                                                                                         operating mode)
                                                                                         continue to perform
                                                                                         as originally
                                                                                         qualified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System
4.a..............  Visual System Response Time: Relative responses of the motion system, visual system, and    ...  ...  ...  ...  See paragraph 14 of
                    cockpit instruments must be coupled closely to provide integrated sensory cues. Visual                          this attachment for
                    change may start before motion response, but motion acceleration must be initiated before                       additional
                    completion of the visual scan of the first video field containing different information                         information.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1............  Latency
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   These systems must     The response must not  N/A..................  Simultaneously          X    X   ...  ...  The intent is to
                    respond to abrupt      be prior to that                              record: 1) the                             verify that the
                    input at the pilot's   time when the                                 output from the                            simulator provides
                    position.              airplane responds                             pilot's                                    instrument, motion,
                                           and may respond 300                           controller(s); 2)                          and visual cues that
                                           ms (or less) after                            the output from an                         are, within the
                                           the airplane                                  accelerometer                              stated time delays,
                                           responds under the                            attached to the                            like the airplane
                                           same conditions.                              motion system                              responses. For
                                                                                         platform located at                        airplane response,
                                                                                         an acceptable                              acceleration in the
                                                                                         location near the                          appropriate,
                                                                                         pilots' seats; 3)                          corresponding
                                                                                         the output signal to                       rotational axis is
                                                                                         the visual system                          preferred. Simulator
                                                                                         display (including                         Latency is measured
                                                                                         visual system analog                       from the start of a
                                                                                         delays); and 4) the                        control input to the
                                                                                         output signal to the                       appropriate
                                                                                         pilot's attitude                           perceivable change
                                                                                         indicator or an                            in flight instrument
                                                                                         equivalent test                            indication; visual
                                                                                         approved by the                            system response; or
                                                                                         Administrator.                             motion system
                                                                                                                                    response (this does
                                                                                                                                    not include airplane
                                                                                                                                    response time as per
                                                                                                                                    the manufacturer's
                                                                                                                                    data).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63464]]

 
                                          The response must not  N/A..................  Simultaneously         ...  ...   X    X   The transport delay
                                           be prior to that                              record: 1) the                             is the time between
                                           time when the                                 output from the                            the control input
                                           airplane responds                             pilot's                                    and the individual
                                           and may respond 150                           controller(s); 2)                          hardware (i.e.,
                                           ms (or less) after                            the output from an                         instruments, motion
                                           the airplane                                  accelerometer                              system, visual
                                           responds under the                            attached to the                            system) responses.
                                           same conditions.                              motion system                              If Transport Delay
                                                                                         platform located at                        is the chosen method
                                                                                         an acceptable                              to demonstrate
                                                                                         location near the                          relative responses,
                                                                                         pilots' seats; 3)                          it is expected that,
                                                                                         the output signal to                       when reviewing those
                                                                                         the visual system                          existing tests where
                                                                                         display (including                         latency can be
                                                                                         visual system analog                       identified (e.g.,
                                                                                         delays); and 4) the                        short period, roll
                                                                                         output signal to the                       response, rudder
                                                                                         pilot's attitude                           response) the
                                                                                         indicator or an                            sponsor and the NSPM
                                                                                         equivalent test                            will apply
                                                                                         approved by the                            additional scrutiny
                                                                                         Administrator.                             to ensure proper
                                                                                                                                    simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2............  Transport Delay
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   As an alternative to the Latency requirement a transport delay       A recordable start     ...  ...  ...  ...  The transport delay
                    objective test may be used to demonstrate that the simulator         time for the test                          is the time between
                    system does not exceed the specified limit. The sponsor must         must be provided                           the control input
                    measure all the delay encountered by a step signal migrating from    with the pilot                             and the individual
                    the pilot's control through the control loading electronics and      flight control                             hardware (i.e.,
                    interfacing through all the simulation software modules in the       input. The migration                       instruments, motion
                    correct order, using a handshaking protocol, finally through the     of the signal must                         system, visual
                    normal output interfaces to the instrument displays, the motion      permit normal                              system) responses.
                    system, and the visual system                                        computation time to                        If Transport Delay
                   An SOC is required.                                                   be consumed and must                       is the chosen method
                                                                                         not alter the flow                         to demonstrate
                                                                                         of information                             relative responses,
                                                                                         through the hardware/                      it is expected that,
                                                                                         software system.                           when reviewing those
                                                                                                                                    existing tests where
                                                                                                                                    latency can be
                                                                                                                                    identified (e.g.,
                                                                                                                                    short period, roll
                                                                                                                                    response, rudder
                                                                                                                                    response) the
                                                                                                                                    sponsor and the NSPM
                                                                                                                                    will apply
                                                                                                                                    additional scrutiny
                                                                                                                                    to ensure proper
                                                                                                                                    simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          The response must not  N/A..................  .....................   X    X
                                           be prior to that
                                           time when the
                                           airplane responds
                                           and may respond 300
                                           ms (or less) after
                                           controller movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          The response must not  N/A..................  .....................  ...  ...   X    X
                                           be prior to that
                                           time when the
                                           airplane responds
                                           and may respond 150
                                           ms (or less) after
                                           controller movement.
                   .....................  The response must not  N/A..................  .....................  ...  ...   X    X   response, rudder
                                           be prior to that                                                                         response) the
                                           time when the                                                                            sponsor and the NSPM
                                           airplane responds                                                                        will apply
                                           and may respond 150                                                                      additional scrutiny
                                           ms (or less) after                                                                       to ensure proper
                                           controller movement.                                                                     simulator response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b..............  Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63465]]

 
4.b.1............  Continuous collimated  Minimum continuous     N/A..................  Required as part of     X    X   ...  ...  A vertical field of
                    visual field of view.  collimated field of                           MQTG but not                               view of 30[deg] may
                                           view providing                                required as part of                        be insufficient to
                                           45[deg] horizontal                            continuing                                 meet visual ground
                                           and 30[deg] vertical                          evaluations.                               segment
                                           field of view for                                                                        requirements.
                                           each pilot seat.
                                           Both pilot seat
                                           visual systems must
                                           be operable
                                           simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.3............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c..............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d..............  Surface contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Not less than 5:1....  N/A..................  The ratio is           ...  ...   X    X   Measurements should
                                                                                         calculated by                              be made using a
                                                                                         dividing the                               1[deg] spot
                                                                                         brightness level of                        photometer and a
                                                                                         the center, bright                         raster drawn test
                                                                                         square (providing at                       pattern filling the
                                                                                         least 2 foot-                              entire visual scene
                                                                                         lamberts or 7 cd/                          (all channels) with
                                                                                         m\2\) by the                               a test pattern of
                                                                                         brightness level of                        black and white
                                                                                         any adjacent dark                          squares, 5[deg] per
                                                                                         square. This                               square, with a white
                                                                                         requirement is                             square in the center
                                                                                         applicable to any                          of each channel.
                                                                                         level of simulator                         During contrast
                                                                                         equipped with a                            ratio testing,
                                                                                         daylight visual                            simulator aft-cab
                                                                                         system.                                    and flight deck
                                                                                                                                    ambient light levels
                                                                                                                                    should be zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e..............  Highlight brightness
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Not less than six (6)  N/A..................  Measure the            ...  ...   X    X   Measurements should
                                           foot-lamberts (20 cd/                         brightness of a                            be made using a
                                           m\2\).                                        white square while                         1[deg] spot
                                                                                         superimposing a                            photometer and a
                                                                                         highlight on that                          raster drawn test
                                                                                         white square. The                          pattern filling the
                                                                                         use of calligraphic                        entire visual scene
                                                                                         capabilities to                            (all channels) with
                                                                                         enhance the raster                         a test pattern of
                                                                                         brightness is                              black and white
                                                                                         acceptable; however,                       squares, 5[deg] per
                                                                                         measuring                                  square, with a white
                                                                                         lightpoints is not                         square in the center
                                                                                         acceptable. This                           of each channel.
                                                                                         requirement is
                                                                                         applicable to any
                                                                                         level of simulator
                                                                                         equipped with a
                                                                                         daylight visual
                                                                                         system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f..............  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          Not greater than       N/A..................  An SOC is required     ...  ...   X    X   The eye will subtend
                                           three (3) arc                                 and must include the                       two arc minutes when
                                           minutes.                                      relevant                                   positioned on a
                                                                                         calculations and an                        3[deg] glide slope,
                                                                                         explanation of those                       6,876 ft slant range
                                                                                         calculations. This                         from the centrally
                                                                                         requirement is                             located threshold of
                                                                                         applicable to any                          a black runway
                                                                                         level of simulator                         surface painted with
                                                                                         equipped with a                            white threshold bars
                                                                                         daylight visual                            that are 16 ft wide
                                                                                         system.                                    with 4-foot gaps
                                                                                                                                    between the bars.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63466]]

 
4.g..............  Light point size
--------------------------------------------------------------------------------------------------------------------------------------------------------
                   .....................  Not greater than six   N/A..................  An SOC is required     ...  ...   X    X   Light point size
                                           (6) arc-minutes.                              and must include the                       should be measured
                                                                                         relevant                                   using a test pattern
                                                                                         calculations and an                        consisting of a
                                                                                         explanation of those                       centrally located
                                                                                         calculations. This                         single row of light
                                                                                         requirement is                             points reduced in
                                                                                         applicable to any                          length until
                                                                                         level of simulator                         modulation is just
                                                                                         equipped with a                            discernible in each
                                                                                         daylight visual                            visual channel. A
                                                                                         system.                                    row of 48 lights
                                                                                                                                    will form a 4[deg]
                                                                                                                                    angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h..............  Light point contrast ratio
4.h.1............  (Reserved)
4.h.2............  For Level C and D      Not less than 25:1...  N/A..................  An SOC is required     ...  ...   X    X   A 1[deg] spot
                    simulators.                                                          and must include the                       photometer is used
                                                                                         relevant                                   to measure a square
                                                                                         calculations.                              of at least 1[deg]
                                                                                                                                    filled with light
                                                                                                                                    points (where light
                                                                                                                                    point modulation is
                                                                                                                                    just discernible)
                                                                                                                                    and compare the
                                                                                                                                    results to the
                                                                                                                                    measured adjacent
                                                                                                                                    background. During
                                                                                                                                    contrast ratio
                                                                                                                                    testing, simulator
                                                                                                                                    aft-cab and flight
                                                                                                                                    deck ambient light
                                                                                                                                    levels should be
                                                                                                                                    zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.i..............  Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          The QTG must contain   .....................  The simulator must be   X    X    X    X   Pre-position for this
                                           appropriate                                   verified for visual                        test is encouraged
                                           calculations and a                            ground segment and                         but may be achieved
                                           drawing showing the                           visual scene content                       via manual or
                                           pertinent data used                           for the airplane in                        autopilot control to
                                           to establish the                              landing                                    the desired
                                           airplane location                             configuration and a                        position.
                                           and the segment of                            main wheel height of
                                           the ground that is                            100 ft (30m) above
                                           visible considering                           the touchdown zone,
                                           design eyepoint, the                          on glide slope with
                                           airplane attitude,                            an RVR value set at
                                           cockpit cut-off                               1,200 ft (350m).
                                           angle, and a
                                           visibility of 1200
                                           ft (350 m) RVR.
                                           Simulator
                                           performance must be
                                           measured against the
                                           QTG calculations.
                                           Sponsors must
                                           provide this data
                                           for each simulator
                                           (regardless of
                                           previous
                                           qualification
                                           standards) to
                                           qualify the
                                           simulator for all
                                           instrument
                                           approaches. The data
                                           submitted must
                                           include at least the
                                           following:.
                                          (1) Static airplane
                                           dimensions as
                                           follows:
                                             (i) Horizontal and
                                              vertical distance
                                              from main landing
                                              gear (MLG) to
                                              glideslope
                                              reception
                                              antenna..
                                             (ii) Horizontal
                                              and vertical
                                              distance from MLG
                                              to pilot's
                                              eyepoint..
                                             (iii) Static
                                              cockpit cutoff
                                              angle..
                                          (2) Approach data as
                                           follows:
                                             (i) Identification
                                              of runway..
                                             (ii) Horizontal
                                              distance from
                                              runway threshold
                                              to glideslope
                                              intercept with
                                              runway..

[[Page 63467]]

 
                                             (iii) Glideslope
                                              angle..
                   .....................     (iv) Airplane
                                              pitch angle on
                                              approach..
                                          (3) Airplane data for
                                           manual testing:
                                             (i) Gross weight..
                                             (ii) airplane
                                              configuration..
                                             (iii) Approach
                                              airspeed..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Begin Information

2. General

    a. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for test near the ground.
    b. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA Advisory Circulars 
(AC) 25-7, as may be amended, Flight Test Guide for Certification of 
Transport Category Airplanes, and (AC) 23-8, as may be amended, 
Flight Test Guide for Certification of Part 23 Airplanes, for 
references and examples regarding flight testing requirements and 
techniques.

End Information

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

Begin Information

3. Control Dynamics

    a. General. The characteristics of an airplane flight control 
system have a major effect on handling qualities. A significant 
consideration in pilot acceptability of an airplane is the ``feel'' 
provided through the flight controls. Considerable effort is 
expended on airplane feel system design so that pilots will be 
comfortable and will consider the airplane desirable to fly. In 
order for a FFS to be representative, it should ``feel'' like the 
airplane being simulated. Compliance with this requirement is 
determined by comparing a recording of the control feel dynamics of 
the FFS to actual airplane measurements in the takeoff, cruise and 
landing configurations.
    (1) Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of only being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the FFS 
control loading system to the airplane system is essential. The 
required dynamic control tests are described in Table A2A of this 
attachment.
    (2) For initial and upgrade evaluations, the QPS requires that 
control dynamics characteristics be measured and recorded directly 
from the flight controls (Handling Qualities--Table A2A). This 
procedure is usually accomplished by measuring the free response of 
the controls using a step or impulse input to excite the system. The 
procedure should be accomplished in the takeoff, cruise and landing 
flight conditions and configurations.
    (3) For airplanes with irreversible control systems, 
measurements may be obtained on the ground if proper pitot-static 
inputs are provided to represent airspeeds typical of those 
encountered in flight. Likewise, it may be shown that for some 
airplanes, takeoff, cruise, and landing configurations have like 
effects. Thus, one may suffice for another. In either case, 
engineering validation or airplane manufacturer rationale should be 
submitted as justification for ground tests or for eliminating a 
configuration. For FFSs requiring static and dynamic tests at the 
controls, special test fixtures will not be required during initial 
and upgrade evaluations if the QTG shows both test fixture results 
and the results of an alternate approach (e.g., computer plots that 
were produced concurrently and show satisfactory agreement). Repeat 
of the alternate method during the initial evaluation would satisfy 
this test requirement.
    b. Control Dynamics Evaluation. The dynamic properties of 
control systems are often stated in terms of frequency, damping and 
a number of other classical measurements. In order to establish a 
consistent means of validating test results for FFS control loading, 
criteria are needed that will clearly define the measurement 
interpretation and the applied tolerances. Criteria are needed for 
underdamped, critically damped and overdamped systems. In the case 
of an underdamped system with very light damping, the system may be 
quantified in terms of frequency and damping. In critically damped 
or overdamped systems, the frequency and damping are not readily 
measured from a response time history. Therefore, the following 
suggested measurements may be used:
    (1) For Level C and D simulators. Tests to verify that control 
feel dynamics represent the airplane should show that the dynamic 
damping cycles (free response of the controls) match those of the 
airplane within specified tolerances. The NSPM recognizes that 
several different testing methods may be used to verify the control 
feel dynamic response. The NSPM will consider the merits of testing 
methods based on reliability and consistency. One acceptable method 
of evaluating the response and the tolerance to be applied is 
described below for the underdamped and critically damped cases. A 
sponsor using this method to comply with the QPS requirements should 
perform the tests as follows:
    (a) Underdamped response. Two measurements are required for the 
period, the time to first zero crossing (in case a rate limit is 
present) and the subsequent frequency of oscillation. It is 
necessary to measure cycles on an individual basis in case there are 
non-uniform periods in the response. Each period will be 
independently compared to the respective period of the airplane 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when 
applying the tolerance to small overshoots since the significance of 
such overshoots becomes questionable. Only those overshoots larger 
than 5 per cent of the total initial displacement should be 
considered. The residual band, labeled T(A<INF>d</INF>) on Figure 
A2A is <plus-minus>5 percent of the initial displacement amplitude 
A<INF>d</INF> from the steady state value of the oscillation. Only 
oscillations outside the residual band are considered significant. 
When comparing FFS data to airplane data, the process should begin 
by overlaying or aligning the FFS and airplane steady state values 
and then comparing amplitudes of oscillation peaks, the time of the 
first zero crossing and individual periods of oscillation. The FFS 
should show the same number of significant overshoots to within one 
when compared against the airplane data. The procedure for 
evaluating the response is illustrated in Figure A2A.
    (b) Critically damped and overdamped response. Due to the nature 
of critically damped and overdamped responses (no overshoots), the 
time to reach 90 percent of the steady state (neutral point) value 
should be the same as the airplane within <plus-minus>10 percent. 
Figure A2B illustrates the procedure.
    (c) Special considerations. Control systems that exhibit 
characteristics other than

[[Page 63468]]

classical overdamped or underdamped responses should meet specified 
tolerances. In addition, special consideration should be given to 
ensure that significant trends are maintained.
    (2) Tolerances.
    (a) The following table summarizes the tolerances, T, for 
underdamped systems, and ``n'' is the sequential period of a full 
cycle of oscillation. See Figure A2A of this attachment for an 
illustration of the referenced measurements.

T(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>
T(P<INF>1</INF>) <plus-minus>20% of P<INF>1</INF>
T(P<INF>2</INF>) <plus-minus>30% of P<INF>2</INF>
T(P<INF>n</INF>) <plus-minus>10(n+1)% of P<INF>n</INF>
T(A<INF>n</INF>) <plus-minus>10% of A<INF>1</INF>
T(A<INF>d</INF>) <plus-minus>5% of A<INF>d</INF> = residual band
Significant overshoots First overshoot and <plus-minus>1 subsequent 
overshoots
     (b) The following tolerance applies to critically damped and 
overdamped systems only. See Figure A2B for an illustration of the 
reference measurements:

T(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>

    c. Alternate method for Control Dynamics Evaluation. Another 
acceptable method of evaluating the response and the tolerance to be 
applied for airplanes with hydraulically powered flight controls and 
artificial feel systems is described below. Instead of free response 
measurements, the system is validated by measurements of control 
force and rate of movement. A sponsor using this alternate method to 
comply with the QPS requirements should perform the tests as 
follows:
    (1) For each axis of pitch, roll and yaw, the control should be 
forced to its maximum extreme position for the following distinct 
rates. These tests would be conducted at typical taxi, takeoff, 
cruise and landing conditions.
     (a) Static test. Slowly move the control such that 
approximately 100 seconds are required to achieve a full sweep. A 
full sweep is defined as movement of the controller from neutral to 
the stop (usually aft or right stop), then to the opposite stop, 
then to the neutral position.
    (b) Slow dynamic test. Achieve a full sweep in approximately 10 
seconds.
    (c) Fast dynamic test. Achieve a full sweep in approximately 4 
seconds.
    (Note: Dynamic sweeps may be limited to forces not exceeding 100 
lb (44.5 daN).
    (2) Tolerances.
    (a) Static test. Same as tests 2.a.1., 2.a.2., and 2.a.3. in 
Table A2A in this attachment.
    (b) Dynamic test. <plus-minus>2 lb (<plus-minus>0.9 daN)or 
<plus-minus>10 per cent on dynamic increment above static test.
    (c) The NSPM are open to alternative means such as the one 
described above. Such alternatives, however, would have to be 
justified and appropriate to the application. For example, the 
method described here may not apply to all manufacturers' systems 
and certainly not to airplanes with reversible control systems. 
Hence, each case shall be considered on its own merit on an ad hoc 
basis. If the NSPM finds that alternative methods do not result in 
satisfactory performance, then more conventionally accepted methods 
must be used.

End Information

----------------------------------------------------------------
BILLING CODE 4910-73-P
[GRAPHIC] [TIFF OMITTED] TR30OC06.000


[[Page 63469]]


[GRAPHIC] [TIFF OMITTED] TR30OC06.001

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

Begin Information

4. Ground Effect

    a. For an FFS to be used for take-off and landing (not 
applicable to Level A simulators in that the landing maneuver may 
not be credited in a Level A simulator) it should reproduce the 
aerodynamic changes that occur in ground effect. The parameters 
chosen for FFS validation should indicate these changes.
    (1) A dedicated test should be provided that will validate the 
aerodynamic ground effect characteristics.
    (2) The organization performing the flight tests may select 
appropriate test methods and procedures to validate ground effect. 
However, the flight tests should be performed with enough duration 
near the ground to sufficiently validate the ground-effect model.
    b. The NSPM will consider the merits of testing methods based on 
reliability and consistency. Acceptable methods of validating ground 
effect are described below. If other methods are proposed, rationale 
should be provided to conclude that the tests performed validate the 
ground-effect model. A sponsor using the methods described below to 
comply with the QPS requirements should perform the tests as 
follows:
    (1) Level fly-bys. The level fly-bys should be conducted at a 
minimum of three altitudes within the ground effect, including one 
at no more than 10% of the wingspan above the ground, one each at 
approximately 30% and 50% of the wingspan where height refers to 
main gear tire above the ground. In addition, one level-flight trim 
condition should be conducted out of ground effect (e.g., at 150% of 
wingspan).
    (2) Shallow approach landing. The shallow approach landing 
should be performed at a glide slope of approximately one degree 
with negligible pilot activity until flare.
    c. The lateral-directional characteristics are also altered by 
ground effect. For example, because of changes in lift, roll damping 
is affected. The change in roll damping will affect other dynamic 
modes usually evaluated for FFS validation. In fact, Dutch roll 
dynamics, spiral stability, and roll-rate for a given lateral 
control input are altered by ground effect. Steady heading sideslips 
will also be affected. These effects should be accounted for in the 
FFS modeling. Several tests such as crosswind landing, one engine 
inoperative landing, and engine failure on take-off serve to 
validate lateral-directional ground effect since portions of these 
tests are accomplished as the aircraft is descending through heights 
above the runway at which ground effect is an important factor.

5. [Reserved]

6. [Reserved]

7. [Reserved]

8. [Reserved]

9. [Reserved]

10. [Reserved]

11. [Reserved]

12. [Reserved]

13. [Reserved]

14. [Reserved]

15. [Reserved]

End Information

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

Begin Information

16. Alternative Data Sources, Procedures, and Instrumentation: Level A 
and Level B Simulators Only

    a. In recent years, considerable progress has been made in the 
improvement of aerodynamic modeling techniques. Additionally, those 
who have demonstrated success in combining these modeling techniques 
with minimal flight testing have incorporated the use of highly 
mature flight controls models and have had extensive experience in 
comparing the output of their effort with actual flight test data.
    b. It has become standard practice for experienced simulator 
manufacturers to use modeling techniques to establish databases for 
new simulator configurations while awaiting the availability of 
actual flight test data. The data generated from the aerodynamic 
modeling techniques is then compared to the flight test data when it 
becomes available. The results of such comparisons have become 
increasingly consistent, indicating that these techniques, applied 
with the appropriate experience, are dependable and accurate for the 
development of aerodynamic models for use in Level A and Level B 
simulators.
    c. Based on this history of successful comparisons, the NSPM has 
concluded that those who are experienced in the development of 
aerodynamic models may use modeling techniques to alter the method 
for acquiring flight test data for Level A or Level B simulators.
    d. The information in Table A2E (Alternative Data Sources, 
Procedures, and Instrumentation) is presented to describe an 
acceptable alternative to data sources for simulator modeling and 
validation and an acceptable alternative to the procedures and 
instrumentation traditionally used to gather such modeling and 
validation data.
    (1) Alternative data sources that may be used for part or all of 
a data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection 
Report (TIR), Certification Data or acceptable supplemental flight 
test data.

[[Page 63470]]

    (2) The sponsor should coordinate with the NSPM prior to using 
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on the following 
presumptions:
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. However, AOA can be sufficiently 
derived if the flight test program ensures the collection of 
acceptable level, unaccelerated, trimmed flight data. All of the 
simulator time history tests that begin in level, unaccelerated, and 
trimmed flight, including the three basic trim tests and ``fly-by'' 
trims, can be a successful validation of angle of attack by 
comparison with flight test pitch angle. (Note: Due to the 
criticality of angle of attack in the development of the ground 
effects model, particularly critical for normal landings and 
landings involving cross-control input applicable to Level B 
simulators, stable ``fly-by'' trim data will be the acceptable norm 
for normal and cross-control input landing objective data for these 
applications.)
    (2) The use of a rigorously defined and fully mature simulation 
controls system model that includes accurate gearing and cable 
stretch characteristics (where applicable), determined from actual 
aircraft measurements. Such a model does not require control surface 
position measurements in the flight test objective data in these 
limited applications.
    (3) The authorized uses of Level A and Level B simulators (as 
listed in the appropriate Commercial, Instrument, or Airline 
Transport Pilot and/or Type Rating Practical Test Standards) for 
``initial,'' ``transition,'' or ``upgrade'' training, still requires 
additional flight training and/or flight testing/checking in the 
airplane or in a Level C or Level D simulator.
    f. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding airplanes with reversible control systems. Table 
A2E is not applicable to Computer Controlled Aircraft full flight 
simulators.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with 
the balance of the information contained in this document relative 
to Level A or Level B FFSs.
    h. The term ``inertial measurement system'' is used in the 
following table to include the use of a functional global 
positioning system (GPS).

End Information

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

                      Table A2E.--Alternative Data Sources, Procedures, and Instrumentation
----------------------------------------------------------------------------------------------------------------
                                                   Information
-----------------------------------------------------------------------------------------------------------------
       Table of objective tests            Sim level       Alternative data sources,
--------------------------------------------------------        procedures, and            Notes and reminders
   Test reference number and title        A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi. Rate of      .......       X   Data may be acquired by using  A single procedure may
 Turn vs. Nosewheel Steering Angle.                       a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
----------------------------------------------------------------------------------------------------------------
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a
                                                          stopwatch, calibrated
                                                          airspeed, and runway markers
                                                          during a takeoff with power
                                                          set before brake release.
                                                          Power settings may be hand
                                                          recorded. If an inertial
                                                          measurement system is
                                                          installed, speed and
                                                          distance may be derived from
                                                          acceleration measurements.
----------------------------------------------------------------------------------------------------------------
1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed--ground (Vmcg) using                       an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of: The calibrated       while recording
 or low speed, engine inoperative                         airplane instruments and the   appropriate parameters.
 ground control characteristics.                          force/position measurements    The nose wheel must be
                                                          of cockpit controls..          free to caster, or
                                                                                         equivalently freed of
                                                                                         sideforce generation.
----------------------------------------------------------------------------------------------------------------
1.b.3. Performance. Takeoff. Minimum        X        X   Data may be acquired by using
 Unstick Speed (Vmu) or equivalent                        an inertial measurement
 test to demonstrate early rotation                       system and a synchronized
 takeoff characteristics.                                 video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.4. Performance. Takeoff. Normal         X        X   Data may be acquired by using
 Takeoff.                                                 an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls. AOA can
                                                          be calculated from pitch
                                                          attitude and flight path.
----------------------------------------------------------------------------------------------------------------

[[Page 63471]]

 
1.b.5. Performance. Takeoff. Critical       X        X   Data may be acquired by using  Record airplane dynamic
 Engine Failure during Takeoff.                           an inertial measurement        response to engine
                                                          system and a synchronized      failure and control
                                                          video of: The calibrated       inputs required to
                                                          airplane instruments and the   correct flight path.
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.6. Performance. Takeoff.                X        X   Data may be acquired by using  The ``1:7 law'' to 100
 Crosswind Takeoff.                                       an inertial measurement        feet (30 meters) is an
                                                          system and a synchronized      acceptable wind
                                                          video of: The calibrated       profile.
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
1.b.7. Performance. Takeoff. Rejected       X        X   Data may be acquired with a
 Takeoff.                                                 synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and distance (e.g., runway
                                                          markers). A stopwatch is
                                                          required.
----------------------------------------------------------------------------------------------------------------
1.b.8. Dynamic Engine Failure After       N/A      N/A   Applicable only to Level C or
 Takeoff.                                                 Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.c.1. Performance. Climb. Normal           X        X   Data may be acquired with a
 Climb all engines operating..                            synchronized video of:
                                                          Calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.2. Performance. Climb. One engine       X        X   Data may be acquired with a
 Inoperative Climb.                                       synchronized video of:
                                                          Calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.c.3. One Engine Inoperative--           N/A      N/A   Applicable only to Level C or
 Enroute Climb.                                           Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.c.4. Performance. Climb. One Engine       X        X   Data may be acquired with a
 Inoperative Approach Climb (if                           synchronized video of
 approved AFM requires specific                           calibrated airplane
 performance in icing conditions).                        instruments and engine power
                                                          throughout the climb range.
----------------------------------------------------------------------------------------------------------------
1.d.1. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 acceleration..                                           synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.2. Cruise/Descent. Level flight         X        X   Data may be acquired with a
 deceleration.                                            synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.3. Cruise Performance............     N/A      N/A   Applicable only to Level C or
                                                          Level D FSTDs.
----------------------------------------------------------------------------------------------------------------
1.d.4. Cruise/Descent. Idle descent..       X        X   Data may be acquired with a
                                                          synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.d.5. Cruise/Descent. Emergency            X        X   Data may be acquired with a
 Descent.                                                 synchronized video of:
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
----------------------------------------------------------------------------------------------------------------
1.e.1. Performance. Stopping.               X        X   Data may be acquired during
 Deceleration time and distance,                          landing tests using a
 using manual application of wheel                        stopwatch, runway markers,
 brakes and no reverse thrust on a                        and a synchronized video of:
 dry runway.                                              Calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.e.2. Performance. Ground.                 X        X   Data may be acquired during
 Deceleration Time and Distance,                          landing tests using a stop
 using reverse thrust and no wheel                        watch, runway markers, and a
 brakes.                                                  synchronized video of:
                                                          Calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------

[[Page 63472]]

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

[[Page 63473]]

 
2.a.6. Handling Qualities. Static           X        X   Data may be acquired through
 Control Checks. Pitch Trim Indicator                     calculations.
 vs. Surface Position Calibration.
----------------------------------------------------------------------------------------------------------------
2.a.7. Handling qualities. Static           X        X   Data may be acquired by using
 control tests. Pitch trim rate..                         a synchronized video of
                                                          pitch trim indication and
                                                          elapsed time through range
                                                          of trim indication.
----------------------------------------------------------------------------------------------------------------
2.a.8. Handling Qualities. Static           X        X   Data may be acquired through
 Control tests. Alignment of Cockpit                      the use of a temporary
 Throttle Lever Angle vs. Selected                        throttle quadrant scale to
 engine parameter.                                        document throttle position.
                                                          Use a synchronized video to
                                                          record steady state
                                                          instrument readings or hand-
                                                          record steady state engine
                                                          performance readings.
----------------------------------------------------------------------------------------------------------------
2.a.9. Handling qualities. Static           X        X   Use of design or predicted
 control tests. Brake pedal position                      data is acceptable. Data may
 vs. force and brake system pressure                      be acquired by measuring
 calibration.                                             deflection at ``zero'' and
                                                          ``maximum'' and calculating
                                                          deflections between the
                                                          extremes using the airplane
                                                          design data curve.
----------------------------------------------------------------------------------------------------------------
2.c.1. Handling qualities.                  X        X   Data may be acquired by using
 Longitudinal control tests. Power                        an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
2.c.2. Handling qualities.                  X        X   Data may be acquired by using
 Longitudinal control tests. Flap/                        an inertial measurement
 slat change dynamics.                                    system and a synchronized
                                                          video of: Calibrated
                                                          airplane instruments and
                                                          flap/slat position.
----------------------------------------------------------------------------------------------------------------
2.c.3. Handling qualities.                  X        X   Data may be acquired by using
 Longitudinal control tests. Spoiler/                     an inertial measurement
 speedbrake change dynamics.                              system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and
                                                          spoiler/speedbrake position.
----------------------------------------------------------------------------------------------------------------
2.c.4. Handling qualities.                  X        X   Data may be acquired by using
 Longitudinal control tests. Gear                         an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and
                                                          gear position.
----------------------------------------------------------------------------------------------------------------
2.c.5. Handling qualities.                  X        X   Data may be acquired through
 Longitudinal control tests.                              use of an inertial
 Longitudinal trim.                                       measurement system and a
                                                          synchronized video of: The
                                                          cockpit controls position
                                                          (previously calibrated to
                                                          show related surface
                                                          position) and the engine
                                                          instrument readings.
----------------------------------------------------------------------------------------------------------------
2.c.6. Handling qualities.                  X        X   Data may be acquired through
 Longitudinal control tests.                              the use of an inertial
 Longitudinal maneuvering stability                       measurement system and a
 (stick force/g).                                         synchronized video of: The
                                                          calibrated airplane
                                                          instruments; a temporary,
                                                          high resolution bank angle
                                                          scale affixed to the
                                                          attitude indicator; and a
                                                          wheel and column force
                                                          measurement indication.
----------------------------------------------------------------------------------------------------------------
2.c.7. Handling qualities.                  X        X   Data may be acquired through
 Longitudinal control tests.                              the use of a synchronized
 Longitudinal static stability.                           video of: the airplane
                                                          flight instruments and a
                                                          hand-held force gauge.
----------------------------------------------------------------------------------------------------------------
2.c.8. Handling qualities.                  X        X   Data may be acquired through   Airspeeds may be cross-
 Longitudinal control tests. Stall                        a synchronized video           checked with those in
 characteristics.                                         recording of: A stopwatch      the TIR and AFM.
                                                          and the calibrated airplane
                                                          airspeed indicator. Hand-
                                                          record the flight conditions
                                                          and airplane configuration.
----------------------------------------------------------------------------------------------------------------

[[Page 63474]]

 
2.c.9. Handling qualities.                  X        X   Data may be acquired by using
 Longitudinal control tests. Phugoid                      an inertial measurement
 dynamics.                                                system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.c.10. Handling qualities.            .......       X   Data may be acquired by using
 Longitudinal control tests. Short                        an inertial measurement
 period dynamics.                                         system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.d.1. Handling qualities. Lateral          X        X   Data may be acquired by using
 directional tests. Minimum control                       an inertial measurement
 speed, air (Vmca or Vmci), per                           system and a synchronized
 applicable airworthiness standard or                     video of: The calibrated
 Low speed engine inoperative                             airplane instruments and the
 handling characteristics in the air.                     force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.d.2. Handling qualities. Lateral          X        X   Data may be acquired by using  May be combined with
 directional tests. Roll response                         an inertial measurement        step input of cockpit
 (rate).                                                  system and a synchronized      roll controller test,
                                                          video of: The calibrated       2.d.3
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit lateral controls.
----------------------------------------------------------------------------------------------------------------
2.d.3. Handling qualities. Lateral          X        X   Data may be acquired by using
 directional tests. Roll response to                      an inertial measurement
 cockpit roll controller step input.                      system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments and the
                                                          force/position measurements
                                                          of cockpit lateral controls..
----------------------------------------------------------------------------------------------------------------
2.d.4. Handling qualities. Lateral          X        X   Data may be acquired by using
 directional tests. Spiral stability.                     an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls; and a
                                                          stopwatch.
----------------------------------------------------------------------------------------------------------------
2.d.5. Handling qualities. Lateral          X        X   Data may be hand recorded in-  Trimming during second
 directional tests. Engine                                flight using high resolution   segment climb is not a
 inoperative trim.                                        scales affixed to trim         certification task and
                                                          controls that have been        should not be conducted
                                                          calibrated on the ground       until a safe altitude
                                                          using protractors on the       is reached.
                                                          control/trim surfaces with
                                                          winds less than 5 kts..
 
                                                         OR
 
                                                         Data may be acquired during
                                                          second segment climb (with
                                                          proper pilot control input
                                                          for an engine-out condition)
                                                          by using a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; and
                                                          the force/position
                                                          measurements of cockpit
                                                          controls
----------------------------------------------------------------------------------------------------------------
2.d.6. Handling qualities. Lateral          X        X   Data may be acquired by using
 directional tests. Rudder response.                      an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of rudder pedals.
----------------------------------------------------------------------------------------------------------------
2.d.7. Handling qualities. Lateral          X        X   Data may be acquired by using
 directional tests. Dutch roll, (yaw                      an inertial measurement
 damper OFF).                                             system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.d.8. Handling qualities. Lateral     .......       X   Data may be acquired by using
 directional tests. Steady state                          an inertial measurement
 sideslip.                                                system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Ground
                                                          track and wind corrected
                                                          heading may be used for
                                                          sideslip angle..
----------------------------------------------------------------------------------------------------------------

[[Page 63475]]

 
2.e.1. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Normal landing.                                          an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.e.3. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Crosswind landing.                                       an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls.
----------------------------------------------------------------------------------------------------------------
2.e.4. Handling qualities. Landings.   .......       X   Data may be acquired by using
 One engine inoperative landing.                          an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.5. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Autopilot landing (if applicable).                       an inertial measurement
                                                          system and a synchronized
                                                          video of: the calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.6. Handling qualities. Landings.   .......       X   Data may be acquired by using
 All engines operating, autopilot, go                     an inertial measurement
 around.                                                  system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.7. Handling qualities. Landings.   .......       X   Data may be acquired by using
 One engine inoperative go around.                        an inertial measurement
                                                          system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.8. Handling qualities. Landings.   .......       X   Data may be acquired by using
 Directional control (rudder                              an inertial measurement
 effectiveness with symmetric thrust).                    system and a synchronized
                                                          video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.e.9. Handling qualities. Landings.                     Data may be acquired by using
 Directional control (rudder                              an inertial measurement
 effectiveness with asymmetric                            system and a synchronized
 reverse thrust).                                         video of: The calibrated
                                                          airplane instruments; the
                                                          force/position measurements
                                                          of cockpit controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
----------------------------------------------------------------------------------------------------------------
2.f. Handling qualities. Ground        .......       X   Data may be acquired by using
 effect. Test to demonstrate ground                       calibrated airplane
 effect.                                                  instruments, an inertial
                                                          measurement system, and a
                                                          synchronized video of: The
                                                          calibrated airplane
                                                          instruments; the force/
                                                          position measurements of
                                                          cockpit controls.
----------------------------------------------------------------------------------------------------------------

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

1. Discussion

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

Begin Information

     a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator accurately simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the simulator controls, instruments, and systems. The 
items listed in the following Tables are for simulator evaluation 
purposes only. They must not be used to limit or exceed the 
authorizations for use of a given level of simulator as described on 
the Statement of Qualification or as may be approved by the TPAA.

[[Page 63476]]

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

End Information

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

               Table A3A.--Functions And Subjective Tests
------------------------------------------------------------------------
                        <<< QPS requirements >>>
-------------------------------------------------------------------------
                                                        Simulator level
         Item  No.               Operations tasks    -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
                             Tasks in this table are subjecgt to
                              evaluation if appropriate for the airplane
                              simulated as indicated in the SOQ
                              Configuration List and/or the level of
                              simulator qualification involved. Items
                              not installed or not functional on the
                              simulator and, therefore, not appearing on
                              the SOQ Configuration List, are not
                              required to be listed as exceptions on the
                              SOQ.
------------------------------------------------------------------------
1..........................  Preparation For Flight.
                             Preflight. Accomplish a   X    X    X    X
                              functions check of all
                              switches, indicators,
                              systems, and equipment
                              at all crewmembers'
                              and instructors'
                              stations and determine
                              that the flight deck
                              design and functions
                              are identical to that
                              of the airplane
                              simulated.
------------------------------------------------------------------------
2..........................  Surface Operations (Pre-Take-Off).
------------------------------------------------------------------------
2.a........................  Engine Start.
------------------------------------------------------------------------
        2.a.1..............  Normal start...........   X    X    X    X
------------------------------------------------------------------------
        2.a.2..............  Alternate start           X    X    X    X
                              procedures.
------------------------------------------------------------------------
        2.a.3..............  Abnormal starts and       X    X    X    X
                              shutdowns (e.g., hot/
                              hung start, tail pipe
                              fire).
------------------------------------------------------------------------
    2.b....................  Pushback/Powerback.....  ...   X    X    X
------------------------------------------------------------------------
    2.c....................  Taxi.
------------------------------------------------------------------------
        2.c.1..............  Thrust response........   X    X    X    X
------------------------------------------------------------------------
        2.c.2..............  Power lever friction...   X    X    X    X
------------------------------------------------------------------------

[[Page 63477]]

 
        2.c.3..............  Ground handling........   X    X    X    X
------------------------------------------------------------------------
        2.c.4..............  Nose wheel scuffing....  ...  ...   X    X
------------------------------------------------------------------------
        2.c.5..............  Brake operation (normal   X    X    X    X
                              and alternate/
                              emergency).
------------------------------------------------------------------------
        2.c.6..............  Brake fade (if            X    X    X    X
                              applicable).
------------------------------------------------------------------------
3..........................  Take-off.
------------------------------------------------------------------------
    3.a....................  Normal.
------------------------------------------------------------------------
        3.a.1..............  Airplane/engine           X    X    X    X
                              parameter
                              relationships.
------------------------------------------------------------------------
        3.a.2..............  Acceleration              X    X    X    X
                              characteristics
                              (motion).
------------------------------------------------------------------------
        3.a.3..............  Nose wheel and rudder     X    X    X    X
                              steering.
------------------------------------------------------------------------
        3.a.4..............  Crosswind (maximum        X    X    X    X
                              demonstrated).
------------------------------------------------------------------------
        3.a.5..............  Special performance       X    X    X    X
                              (e.g., reduced V1, max
                              de-rate, short field
                              operations).
------------------------------------------------------------------------
        3.a.6..............  Low visibility take-off   X    X    X    X
------------------------------------------------------------------------
        3.a.7..............  Landing gear, wing flap   X    X    X    X
                              leading edge device
                              operation.
------------------------------------------------------------------------
        3.a.8..............  Contaminated runway      ...  ...   X    X
                              operation.
------------------------------------------------------------------------
    3.b....................  Abnormal/emergency
------------------------------------------------------------------------
        3.b.1..............  Rejected Take-off......   X    X    X    X
------------------------------------------------------------------------
        3.b.2..............  Rejected special          X    X    X    X
                              performance (e.g.,
                              reduced V1, max de-
                              rate, short field
                              operations).
------------------------------------------------------------------------
        3.b.3..............  With failure of most      X    X    X    X
                              critical engine at
                              most critical point,
                              continued take-off.
------------------------------------------------------------------------
        3.b.4..............  With wind shear........   X    X    X    X
------------------------------------------------------------------------
        3.b.5..............  Flight control system     X    X    X    X
                              failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling.
------------------------------------------------------------------------
        3.b.6..............  Rejected takeoff with               X    X
                              brake fade.
------------------------------------------------------------------------
        3.b.7..............  Rejected, contaminated              X    X
                              runway.
------------------------------------------------------------------------
                             (i)....................
------------------------------------------------------------------------
4..........................  Climb.
------------------------------------------------------------------------
    4.a....................  Normal.................   X    X    X    X
------------------------------------------------------------------------
    4.b....................  One or more engines       X    X    X    X
                              inoperative.
------------------------------------------------------------------------
5..........................  Cruise.
------------------------------------------------------------------------
    5.a....................  Performance               X    X    X    X
                              characteristics (speed
                              vs. power).
------------------------------------------------------------------------
    5.b....................  High altitude handling.   X    X    X    X
------------------------------------------------------------------------
    5.c....................  High Mach number          X    X    X    X
                              handling (Mach tuck,
                              Mach buffet) and
                              recovery (trim change).
------------------------------------------------------------------------
    5.d....................  Overspeed warning (in     X    X    X    X
                              excess of Vmo or Mmo).
------------------------------------------------------------------------
    5.e....................  High IAS handling......   X    X    X    X
------------------------------------------------------------------------
6..........................  Maneuvers.
------------------------------------------------------------------------
    6.a....................  High angle of attack,     X    X    X    X
                              approach to stalls,
                              stall warning, buffet,
                              and g-break (take-off,
                              cruise, approach, and
                              landing configuration).
------------------------------------------------------------------------
    6.b....................  Flight envelope           X    X    X    X
                              protection (high angle
                              of attack, bank limit,
                              overspeed, etc).
------------------------------------------------------------------------

[[Page 63478]]

 
    6.c....................  Turns with/without        X    X    X    X
                              speedbrake/spoilers
                              deployed.
------------------------------------------------------------------------
    6.d....................  Normal and steep turns.   X    X    X    X
------------------------------------------------------------------------
    6.e....................  In flight engine          X    X    X    X
                              shutdown and restart
                              (assisted and
                              windmill).
------------------------------------------------------------------------
    6.f....................  Maneuvering with one or   X    X    X    X
                              more engines
                              inoperative, as
                              appropriate.
------------------------------------------------------------------------
    6.g....................  Specific flight           X    X    X    X
                              characteristics (e.g.,
                              direct lift control).
------------------------------------------------------------------------
    6.h....................  Flight control system     X    X    X    X
                              failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling.
------------------------------------------------------------------------
7..........................  Descent.
------------------------------------------------------------------------
    7.a....................  Normal.................   X    X    X    X
------------------------------------------------------------------------
    7.b....................  Maximum rate (clean and   X    X    X    X
                              with speedbrake, etc).
------------------------------------------------------------------------
    7.c....................  With autopilot.........   X    X    X    X
------------------------------------------------------------------------
    7.d....................  Flight control system     X    X    X    X
                              failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling.
------------------------------------------------------------------------
8..........................  Instrument Approaches and Landing.
------------------------------------------------------------------------
                             Those instrument
                              approach and landing
                              tests relevant to the
                              simulated airplane
                              type are selected from
                              the following list.
                              Some tests are made
                              with limiting wind
                              velocities, under
                              windshear conditions,
                              and with relevant
                              system failures,
                              including the failure
                              of the Flight
                              Director. If Standard
                              Operating Procedures
                              allow use autopilot
                              for non-precision
                              approaches, evaluation
                              of the autopilot will
                              be included. Level A
                              simulators are not
                              authorized to credit
                              the landing maneuver.
------------------------------------------------------------------------
    8.a....................  Precision..............
------------------------------------------------------------------------
    8.a.1..................  PAR....................   X    X    X    X
------------------------------------------------------------------------
    8.a.2..................  CAT I/GBAS (ILS/MLS)      X    X    X    X
                              published approaches.
------------------------------------------------------------------------
                             (i) Manual approach       X    X    X    X
                              with/without flight
                              director including
                              landing.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach and manual
                              landing.
------------------------------------------------------------------------
                             (iii) Manual approach     X    X    X    X
                              to DH and go-around
                              all engines..
------------------------------------------------------------------------
                             (iv) Manual one engine    X    X    X    X
                              out approach to DH and
                              go-around.
------------------------------------------------------------------------
                             (v) Manual approach
                              controlled with and
                              without flight
                              director to 30 m (100
                              ft) below CAT I minima.
                                A. With cross-wind     X    X    X    X
                                 (maximum
                                 demonstrated).
                                B. With windshear...   X    X    X    X
------------------------------------------------------------------------
                             (vi) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach, one engine
                              out to DH and go-
                              around approach, one
                              engine out to DH and
                              go-around.
------------------------------------------------------------------------
                             (vii) Approach and        X    X    X    X
                              landing with minimum/
                              standby electrical
                              power.
------------------------------------------------------------------------
        8.a.3..............  CAT II/GBAS (ILS/MLS)     X    X    X    X
                              published approaches..
------------------------------------------------------------------------
                             (i) Autopilot/            X    X    X    X
                              autothrottle coupled
                              approach to DH and
                              landing.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach to DH and go-
                              around.
------------------------------------------------------------------------
                             (iii) Autocoupled         X    X    X    X
                              approach to DH and
                              manual go-around.
------------------------------------------------------------------------
                             (iv) Category II          X    X    X    X
                              published approach
                              (auto-coupled,
                              autothrottle).
------------------------------------------------------------------------
        8.a.4..............  CAT III/GBAS (ILS/MLS)    X    X    X    X
                              published approaches.
------------------------------------------------------------------------
                             (i) Autopilot/            X    X    X    X
                              autothrottle coupled
                              approach to land and
                              rollout.
------------------------------------------------------------------------
                             (ii) Autopilot/           X    X    X    X
                              autothrottle coupled
                              approach to DH/Alert
                              Height and go-around.
------------------------------------------------------------------------

[[Page 63479]]

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

[[Page 63480]]

 
    10.c...................  With flight control       X    X    X    X
                              system failures,
                              reconfiguration modes,
                              manual reversion and
                              associated handling.
------------------------------------------------------------------------
11.........................  Surface Operations (Landing roll and taxi).
------------------------------------------------------------------------
    11.a...................  Spoiler operation......   X    X    X    X
------------------------------------------------------------------------
    11.b...................  Reverse thrust            X    X    X    X
                              operation.
------------------------------------------------------------------------
    11.c...................  Directional control and  ...   X    X    X
                              ground handling, both
                              with and without
                              reverse thrust.
------------------------------------------------------------------------
    11.d...................  Reduction of rudder      ...   X    X    X
                              effectiveness with
                              increased reverse
                              thrust (rear pod-
                              mounted engines).
------------------------------------------------------------------------
    11.e...................  Brake and anti-skid      ...  ...   X    X
                              operation with dry,
                              wet, and icy
                              conditions.
------------------------------------------------------------------------
    11.f...................  Brake operation, to       X    X    X    X
                              include auto-braking
                              system where
                              applicable.
------------------------------------------------------------------------
12.........................  Any Flight Phase.
------------------------------------------------------------------------
    12.a...................  Airplane and engine
                              systems operation.
------------------------------------------------------------------------
        12.a.1.............  Air conditioning and      X    X    X    X
                              pressurization (ECS).
------------------------------------------------------------------------
        12.a.2.............  De-icing/anti-icing....   X    X    X    X
------------------------------------------------------------------------
        12.a.3.............  Auxiliary power unit      X    X    X    X
                              (APU).
------------------------------------------------------------------------
        12.a.4.............  Communications.........   X    X    X    X
------------------------------------------------------------------------
        12.a.5.............  Electrical.............   X    X    X    X
------------------------------------------------------------------------
        12.a.6.............  Fire and smoke            X    X    X    X
                              detection and
                              suppression.
------------------------------------------------------------------------
        12.a.7.............  Flight controls           X    X    X    X
                              (primary and
                              secondary).
------------------------------------------------------------------------
        12.a.8.............  Fuel and oil, hydraulic   X    X    X    X
                              and pneumatic.
------------------------------------------------------------------------
        12.a.9.............  Landing gear...........   X    X    X    X
------------------------------------------------------------------------
        12.a.10............  Oxygen.................   X    X    X    X
------------------------------------------------------------------------
        12.a.11............  Engine.................   X    X    X    X
------------------------------------------------------------------------
        12.a.12............  Airborne radar.........   X    X    X    X
------------------------------------------------------------------------
        12.a.13............  Autopilot and Flight      X    X    X    X
                              Director.
------------------------------------------------------------------------
        12.a.14............  Collision avoidance       X    X    X    X
                              systems. (e.g.,
                              (E)GPWS, TCAS).
------------------------------------------------------------------------
        12.a.15............  Flight control            X    X    X    X
                              computers including
                              stability and control
                              augmentation.
------------------------------------------------------------------------
        12.a.16............  Flight display systems.   X    X    X    X
------------------------------------------------------------------------
        12.a.17............  Flight management         X    X    X    X
                              computers.
------------------------------------------------------------------------
        12.a.18............  Head-up guidance, head-   X    X    X    X
                              up displays.
------------------------------------------------------------------------
        12.a.19............  Navigation systems.....   X    X    X    X
------------------------------------------------------------------------
        12.a.20............  Stall warning/avoidance   X    X    X    X
------------------------------------------------------------------------
        12.a.21............  Wind shear avoidance      X    X    X    X
                              equipment.
------------------------------------------------------------------------
        12.a.22............  Automatic landing aids.   X    X    X    X
------------------------------------------------------------------------
    12.b...................  Airborne procedures
------------------------------------------------------------------------
        12.b.1.............  Holding................   X    X    X    X
------------------------------------------------------------------------
        12.b.2.............  Air hazard avoidance     ...  ...   X    X
                              (Traffic, Weather).
------------------------------------------------------------------------

[[Page 63481]]

 
        12.b.3.............  Windshear..............  ...  ...   X    X
------------------------------------------------------------------------
        12.b.4.............  Effects of airframe ice  ...  ...   X    X
------------------------------------------------------------------------
    12.c...................  Engine shutdown and parking.
------------------------------------------------------------------------
        12.c.1.............  Engine and systems        X    X    X    X
                              operation.
------------------------------------------------------------------------
        12.c.2.............  Parking brake operation   X    X    X    X
------------------------------------------------------------------------
------------------------------------------------------------------------

    Table A3B [Reserved]
    Table A3C [Reserved]
    Table A3D [Reserved]
    Table A3E [Reserved]
    Table A3F [Reserved]

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

[[Page 63482]]

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

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

Begin Information

1. Introduction

    a. The following is an example test schedule for an Initial/
Upgrade evaluation that covers the majority of the requirements set 
out in the Functions and Subjective test requirements. It is not 
intended that the schedule be followed line by line, rather, the 
example should be used as a guide for preparing a schedule that is 
tailored to the airplane, sponsor, and training task.
    b. Functions and subjective tests should be planned. This 
information has been organized as a reference document with the 
considerations, methods, and evaluation notes for each individual 
aspect of the simulator task presented as an individual item. In 
this way the evaluator can design their own test plan, using the 
appropriate sections to provide guidance on method and evaluation 
criteria. Two aspects should be present in any test plan structure:
    (1) An evaluation of the simulator to determine that it 
replicates the aircraft and performs reliably for an uninterrupted 
period equivalent to the length of a typical training session.
    (2) The simulator should be capable of operating reliably after 
the use of training device functions such as repositions or 
malfunctions.
    c. A detailed understanding of the training task will naturally 
lead to a list of objectives that the simulator should meet. This 
list will form the basis of the test plan. Additionally, once the 
test plan has been formulated, the initial conditions and the 
evaluation criteria should be established. The evaluator should 
consider all factors that may have an influence on the 
characteristics observed during particular training tasks in order 
to make the test plan successful.

2. Events

    a. Initial Conditions.
    (1) Airport;
    (2) QNH;
    (3) Temperature;
    (4) Wind/Crosswind;
    (5) Zero Fuel Weight/Fuel/Gross Weight/Center of Gravity
    b. Initial Checks.
    (1) Documentation of Simulator.
    (a) Simulator Acceptance Test Manuals.
    (b) Simulator Approval Test Guide.
    (c) Technical Logbook Open Item List.
    (d) Daily Functional Pre-flight Check.
    (2) Documentation of User/Carrier Flight Logs.
    (a) Simulator Operating/Instructor Manual.
    (b) Difference List (Aircraft/Simulator).
    (c) Flight Crew Operating Manuals.
    (d) Performance Data for Different Fields.
    (e) Crew Training Manual.
    (f) Normal/Abnormal/Emergency Checklists.
    (3) Simulator External Checks.
    (a) Appearance and Cleanliness.
    (b) Stairway/Access Bridge.
    (c) Emergency Rope Ladders.
    (d) ``Motion On''/''Flight in Progress'' Lights.
    (4) Simulator Internal Checks.
    (a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).
    (b) Cockpit Layout (compare with difference list).
    (5) Equipment.
    (a) Quick Donning Oxygen Masks.
    (b) Head Sets.
    (c) Smoke Goggles.
    (d) Sun Visors.
    (e) Escape Rope.
    (f) Chart Holders.
    (g) Flashlights.
    (h) Fire Extinguisher (inspection date).
    (i) Crash Axe.
    (j) Gear Pins.
    c. Power Supply and APU Start Checks.
    (1) Batteries and Static Inverter.
    (2) APU Start with Battery.
    (3) APU Shutdown using Fire Handle.
    (4) External Power Connection.
    (5) APU Start with External Power.
    (6) Abnormal APU Start/Operation.
    d. Cockpit Checks.
    (1) Cockpit Preparation Checks.
    (2) FMC Programming.
    (3) Communications and Navigational Aids Checks.
    e. Engine Start.
    (1) Before Start Checks.
    (2) Battery Start with Ground Air Supply Unit.
    (3) Engine Crossbleed Start.
    (4) Normal Engine Start.
    (5) Abnormal Engine Starts.
    (6) Engine Idle Readings.
    (7) After Start Checks.
    f. Taxi Checks.
    (1) Pushback/Powerback.
    (2) Taxi Checks.
    (3) Ground Handling Check:
    (a) Power required to initiate ground roll.
    (b) Thrust response.
    (c) Nose Wheel and Pedal Steering.
    (d) Nosewheel Scuffing.
    (e) Perform 180 degree turns.
    (f) Brakes Response and Differential Braking using Normal, 
Alternate and Emergency.
    (g) Brake Systems.
    (h) Eye height and fore/aft position.
    (4) Runway Roughness.
    g. Visual Scene--Ground Assessment.
    (Select 3 different visual models and perform the following 
checks with Day, Dusk and Night selected, as appropriate):
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Cockpit ``Daylight'' ambient lighting.
    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (2) Scene Content.

[[Page 63483]]

    (a) Ramp area for buildings, gates, airbridges, maintenance 
ground equipment, parked aircraft.
    (b) Daylight shadows, night time light pools.
    (c) Taxiways for correct markings, taxiway/runway, marker 
boards, CAT I & II/III hold points, taxiway shape/grass areas, 
taxiway light (positions and colors).
    (d) Runways for correct markings, lead-off lights, boards, 
runway slope, runway light positions, and colors, directionality of 
runway lights.
    (e) Airport environment for correct terrain and, significant 
features.
    (f) Visual scene aliasing, color, and occulting levels.
    (3) Ground Traffic Selection.
    (4) Environment Effects.
    (a) Low cloud scene.
    (i) Rain:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (ii) Hail:
    (A) Runway surface scene.
    (B) Windshield wiper--operation and sound.
    (b) Lightning/thunder.
    (c) Snow/ice runway surface scene.
    (d) Fog.
    h. Takeoff.
    (Select one or several of the following test cases):
    (1) T/O Configuration Warnings.
    (2) Engine Takeoff Readings.
    (3) Rejected Takeoff (Dry/Wet/Icy Runway) and check the 
following:
    (a) Autobrake function.
    (b) Anti-skid operation.
    (c) Motion/visual effects during deceleration.
    (d) Record stopping distance (use runway plot or runway lights 
remaining).
    (Continue taxiing along the runway while applying brakes and 
check the following).
    (e) Center line lights alternating red/white for 2000 feet/600 
meters.
    (f) Center line lights all red for 1000 feet/300 m.
    (g) Runway end, red stop bars.
    (h) Braking fade effect.
    (i) Brake temperature indications.
    (4) Engine Failure between VI and V2.
    (5) Normal Takeoff:
    (a) During ground roll check the following:
    (i) Runway rumble.
    (ii) Acceleration cues.
    (iii) Groundspeed effects.
    (iv) Engine sounds.
    (v) Nosewheel and rudder pedal steering.
    (b) During and after rotation, check the following:
    (i) Rotation characteristics.
    (ii) Column force during rotation.
    (iii) Gear uplock sounds/bumps.
    (iv) Effect of slat/flap retraction during climbout.
    (6) Crosswind Takeoff (check the following):
    (a) Tendency to turn into or out of the wind.
    (b) Tendency to lift upwind wing as airspeed increases.
    (7) Windshear during Takeoff (check the following):
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear Indications satisfactory.
    (d) Motion cues satisfactory (particularly turbulence).
    (8) Normal Takeoff with Control Malfunction.
    (9) Low Visibility T/O (check the following):
    (a) Visual cues.
    (b) Flying by reference to instruments.
    (c) SID Guidance on LNAV.
    i. Climb Performance.
    Select one or several of the following test cases:
    (1) Normal Climb--Climb while maintaining recommended speed 
profile and note fuel, distance and time.
    (2) Single Engine Climb--Trim aircraft in a zero wheel climb at 
V2.

    Note: Up to 5[deg] bank towards the operating engine(s) is 
permissible. Climb for 3 minutes and note fuel, distance, and time. 
Increase speed toward en route climb speed and retract flaps. Climb 
for 3 minutes and note fuel, distance, and time.

    j. Systems Operation During Climb.
     Check normal operation and malfunctions as appropriate for the 
following systems:
    (1) Air conditioning/Pressurization/Ventilation.
    (2) Autoflight.
    (3) Communications.
    (4) Electrical.
    (5) Fuel.
    (6) Icing Systems.
    (7) Indicating and Recording systems.
    (8) Navigation/FMS.
    (9) Pneumatics.
     k. Cruise Checks.
    (Select one or several of the following test cases):
    (1) Cruise Performance.
    (2) High Speed/High Altitude Handling (check the following):
    (a) Overspeed warning.
    (b) High Speed buffet.
    (c) Aircraft control satisfactory.
    (d) Envelope limiting functions on Computer Controlled 
Airplanes.
    (Reduce airspeed to below level flight buffet onset speed, start 
a turn, and check the following:)
    (e) High Speed buffet increases with G loading.
    (Reduce throttles to idle and start descent, deploy the 
speedbrake, and check the following:)
    (f) Speedbrake indications.
    (g) Symmetrical deployment.
    (h) Airframe buffet.
    (i) Aircraft response hands off.
    (3) Yaw Damper Operation.
    (Switch off yaw dampers and autopilot. Initiate a Dutch roll and 
check the following:)
    (a) Aircraft dynamics.
    (b) Simulator motion effects.
    (Switch on yaw dampers, re-initiate a Dutch roll and check the 
following:)
    (c) Damped aircraft dynamics.
    (4) APU Operation.
    (5) Engine Gravity Feed.
    (6) Engine Shutdown and Driftdown Check: FMC operation Aircraft 
performance.
    (7) Engine Relight.
     l. Descent.
     Select one of the following test cases:
    (1) Normal Descent Descend while maintaining recommended speed 
profile and note fuel, distance and time.
    (2) Cabin Depressurization/Emergency Descent
     m. Medium Altitude Checks.
    (Select one or several of the following test cases)
    (1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, 
establish 1 kt/sec<SUP>2</SUP> deceleration rate, and check the 
following--
    (a) System displays/operation satisfactory.
    (b) Handling characteristics satisfactory.
    (c) Stall and Stick shaker speed.
    (d) Buffet characteristics and onset speed.
    (e) Envelope limiting functions on Computer Controlled 
Airplanes.
    (Recover to straight and level flight and check the following:)
    (f) Handling characteristics satisfactory.
    (2) Turning Flight.
    (Roll aircraft to left, establish a 30[deg] to 45[deg] bank 
angle, and check the following:)
    (a) Stick force required, satisfactory.
    (b) Wheel requirement to maintain bank angle.
    (c) Slip ball response, satisfactory.
    (d) Time to turn 180[deg].
    (Roll aircraft from 45[deg] bank one way to 45[deg] bank the 
opposite direction while maintaining altitude and airspeed--check 
the following:)
    (e) Controllability during maneuver.
    (3) Degraded flight controls.
    (4) Holding Procedure (check the following:)
    (a) FMC operation.
    (b) Auto pilot auto thrust performance.
    (5) Storm Selection (check the following:)
    (a) Weather radar controls.
    (b) Weather radar operation.
    (c) Visual scene corresponds with WXR pattern.
    (Fly through storm center, and check the following:)
    (d) Aircraft enters cloud.
    (e) Aircraft encounters representative turbulence.
    (f) Rain/hail sound effects evident.
    (As aircraft leaves storm area, check the following:)
    (g) Storm effects disappear.
    (6) TCAS (check the following:)
    (a) Traffic appears on visual display.
    (b) Traffic appears on TCAS display(s).
    (As conflicting traffic approaches, take relevant avoiding 
action, and check the following:)
    (c) Visual and TCAS system displays.
     n. Approach And Landing.
     Select one or several of the following test cases while 
monitoring flight control and hydraulic systems for normal operation 
and with malfunctions selected:
    (1) Flaps/Gear Normal Operation (Check the following:)
    (a) Time for extension/retraction.
    (b) Buffet characteristics.
    (2) Normal Visual Approach and Landing.
    Fly a normal visual approach and landing--check the following:
    (a) Aircraft handling.
    (b) Spoiler operation.

[[Page 63484]]

    (c) Reverse thrust operation.
    (d) Directional control on the ground.
    (e) Touchdown cues for main and nose wheel.
    (f) Visual cues.
    (g) Motion cues.
    (h) Sound cues.
    (i) Brake and Anti-skid operation.
    (3) Flaps/Gear Abnormal Operation or with hydraulic 
malfunctions.
    (4) Abnormal Wing Flaps/Slats Landing.
    (5) Manual Landing with Control Malfunction.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (6) Non-precision Approach--All Engines Operating.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (7) Circling Approach.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (8) Non-precision Approach--One Engine Inoperative.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (9) One Engine Inoperative Go-around.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (10) CAT I Approach and Landing with raw-data ILS.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (11) CAT I Approach and Landing with Limiting Crosswind.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (12) CAT I Approach with Windshear. Check the following:
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear indications/warnings.
    (d) Motion cues (particularly turbulence).
    (13) CAT II Approach and Automatic Go-Around.
    (14) CAT III Approach and Landing--System Malfunctions.
    (15) CAT III Approach and Landing--1 Engine Inoperative.
    (16) GPWS evaluation.
     o. Visual Scene--In-Flight Assessment.
     Select three (3) different visual models and perform the 
following checks with ``day,'' ``dusk,'' and ``night'' (as 
appropriate) selected. Reposition the aircraft at or below 2000 feet 
within 10 nm of the airfield. Fly the aircraft around the airport 
environment and assess control of the visual system and evaluate the 
visual scene content as described below:
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Cockpit ambient lighting during ``daylight'' conditions.
    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (f) Approach Light Controls.
    (2) Scene Content.
    (a) Airport environment for correct terrain and significant 
features.
    (b) Runways for correct markings, runway slope, directionality 
of runway lights.
    (c) Visual scene for aliasing, colour, and occulting.
    Reposition the aircraft to a long, final approach for an ``ILS 
runway.'' Select flight freeze when the aircraft is 5-statute miles 
(sm)/8-kilometers (km) out and on the glide slope.
    Check the following:
    (3) Scene content.
    (a) Airfield features.
    (b) Approach lights.
    (c) Runway definition.
    (d) Runway definition.
    (e) Runway edge lights and VASI lights.
    (f) Strobe lights.
    Release flight freeze. Continue flying the approach with NP 
engaged. Select flight freeze when aircraft is 3 sm/5 km out and on 
the glide slope. Check the following:
    (4) Scene Content.
    (a) Runway centerline light.
    (b) Taxiway definition and lights.
    Release flight freeze and continue flying the approach with A/P 
engaged. Select flight freeze when aircraft is 2 sm/3 km out and on 
the glide slope. Check the following:
    (5) Scene content.
    (a) Runway threshold lights.
    (b) Touchdown zone lights. At 200 ft radio altitude and still on 
glide slope, select Flight Freeze. Check the following:
    (6) Scene content.
    (a) Runway markings.
    Set the weather to Category I conditions and check the 
following:
    (7) Scene content.
    (a) Visual ground segment.
    Set the weather to Category II conditions, release Flight 
Freeze, re-select Flight Freeze at 100 feet radio altitude, and 
check the following:
    (8) Scene content.
    (a) Visual ground segment.
    Select night/dusk (twilight) conditions and check the following:
    (9) Scene content.
    (a) Runway markings visible within landing light lobes.
    Set the weather to Category III conditions, release Flight 
Freeze, re-select Flight Freeze at 50 feet radio altitude and check 
the following:
    (10) Scene content.
    (a) Visual ground segment.
    Set WX to ``missed approach'' conditions, release Flight Freeze, 
re-select Flight Freeze at 15 feet radio altitude, and check the 
following:
    (11) Scene content.
    (a) Visual ground segment.
    When on the ground, stop the aircraft. Set 0 feet RVR, ensure 
strobe/beacon lights are switched on and check the following:
    (12) Scene content.
    (a) Visual effect of strobe and beacon.
    Reposition to final approach, set weather to ``Clear,'' continue 
approach for an automatic landing, and check the following:
    (13) Scene content.
    (a) Visual cues during flare to assess sink rate.
    (b) Visual cues during flare to assess Depth perception.
    (c) Cockpit height above ground.
    p. After Landing Operations.
    (1) After Landing Checks.
    (2) Taxi back to gate (Check the following:)
    (a) Visual model satisfactory.
    (b) Parking brake operation satisfactory.
    (3) Shutdown Checks.
    q. Crash Function.
    (1) Gear-up Crash.
    (2) Excessive rate of descent Crash.
    (3) Excessive bank angle Crash.
BILLING CODE 491073-P

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

Table of Contents

Title of Sample

Figure A4A--Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure A4B--Attachment: FSTD Information Form
Figure A4C--Sample Qualification Test Guide Cover Page
Figure A4D--Sample Statement of Qualification--Certificate
Figure A4E--Sample Statement of Qualification--Configuration List
Figure A4F--Sample Statement of Qualification `` List of Qualified 
Tasks
Figure A4G--Sample Continuing Qualification Evaluation Requirements 
Page
Figure A4H--Sample MQTG Index of Effective FSTD Directives
BILLING CODE 4910-73-P

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BILLING CODE 4910-73-C

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

1. Applicability

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

Begin QPS Requirements

    This attachment applies to all simulators, regardless of 
qualification level, that are used to satisfy the training 
requirements of an FAA-approved low-altitude windshear flight 
training program, or any FAA-approved training program that 
addresses windshear encounters.

End QPS Requirements

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

2. Statement of Compliance and Capability (SOC)

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

Begin QPS Requirements

    a. The sponsor must submit an SOC confirming that the 
aerodynamic model is based on flight test data supplied by the 
airplane manufacturer or other approved data provider. The SOC must 
also confirm that any change to environmental wind parameters, 
including variances in those parameters for windshear conditions, 
once inserted for computation, result in the correct simulated 
performance. This statement must also include examples of 
environmental wind parameters currently evaluated in the simulator 
(such as crosswind takeoffs, crosswind approaches, and crosswind 
landings).
    b. For simulators without windshear warning, caution, or 
guidance hardware in the original equipment, the SOC must also state 
that the simulation of the added hardware and/or software, including 
associated cockpit displays and annunciations, replicates the 
system(s) installed in the airplane. The statement must be 
accompanied by a block diagram depicting the input and output signal 
flow, and comparing the signal flow to the equipment installed in 
the airplane.

End QPS Requirements

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

3. Models

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

Begin QPS Requirements

    The windshear models installed in the simulator software used 
for the qualification evaluation must do the following:
    a. Provide cues necessary for recognizing windshear onset and 
potential performance degradation requiring a pilot to initiate 
recovery procedures. The cues must include all of the following, as 
may be appropriate for the appropriate portion of the flight 
envelope:
    (1) Rapid airspeed change of at least <plus-minus>15 knots 
(kts).
    (2) Stagnation of airspeed during the takeoff roll.
    (3) Rapid vertical speed change of at least <plus-minus>500 feet 
per minute (fpm).
    (4) Rapid pitch change of at least <plus-minus>5[deg].
    b. Be adjustable in intensity (or other parameter to achieve an 
intensity effect) to at least two (2) levels so that upon 
encountering the windshear the pilot may identify its presence and 
apply the recommended procedures for escape from such a windshear.
    (1) If the intensity is lesser, the performance capability of 
the simulated airplane in the windshear permits the pilot to 
maintain a satisfactory flightpath; and
    (2) If the intensity is greater, the performance capability of 
the simulated airplane in the windshear does not permit the pilot to 
maintain a satisfactory flightpath (crash).

    Note: The means used to accomplish the ``nonsurvivable'' 
scenario of paragraph 3.b.(2) of this attachment, that involve 
operational elements of the simulated airplane, must reflect the 
dispatch limitations of the airplane.

    c. Be available for use in the FAA-approved windshear flight 
training program.

End QPS Requirements

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

4. Demonstrations

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

Begin QPS Requirements

    a. The sponsor must identify one survivable takeoff windshear 
training model and one survivable approach windshear training model. 
The wind components of the survivable models must be presented in 
graphical format so that all components of the windshear are shown, 
including initiation point, variance in magnitude, and time or 
distance correlations. The simulator must be operated at the same 
gross weight,

[[Page 63498]]

airplane configuration, and initial airspeed in all of the following 
situations:
    (1) Takeoff--through calm air.
    (2) Takeoff--through the first selected survivable windshear.
    (3) Approach--through calm air.
    (4) Approach--through the second selected survivable windshear.
     b. In each of these four situations, at an ``initiation point'' 
(i.e., where windshear onset is or should be recognized), the 
recommended procedures for windshear recovery are applied and the 
results are recorded as specified in paragraph 5 of this attachment.
    c. These recordings are made without inserting programmed random 
turbulence. Turbulence that results from the windshear model is to 
be expected, and no attempt may be made to neutralize turbulence 
from this source.
    d. The definition of the models and the results of the 
demonstrations of all four (4) cases described in paragraph 4.a of 
this attachment, must be made a part of the MQTG.

End QPS Requirements

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

5. Recording Parameters

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

Begin QPS Requirements

     a. In each of the four MQTG cases, an electronic recording 
(time history) must be made of the following parameters:
    (1) Indicated or calibrated airspeed.
    (2) Indicated vertical speed.
    (3) Pitch attitude.
    (4) Indicated or radio altitude.
    (5) Angle of attack.
    (6) Elevator position.
    (7) Engine data (thrust, N1, or throttle position).
    (8) Wind magnitudes (simple windshear model assumed).
     b. These recordings must be initiated at least 10 seconds prior 
to the initiation point, and continued until recovery is complete or 
ground contact is made.

End QPS Requirements

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

6. Equipment Installation and Operation

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

Begin QPS Requirements

    All windshear warning, caution, or guidance hardware installed 
in the simulator must operate as it operates in the airplane. For 
example, if a rapidly changing wind speed and/or direction would 
have caused a windshear warning in the airplane, the simulator must 
respond equivalently without instructor/evaluator intervention.

End QPS Requirements

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

7. Qualification Test Guide

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

Begin QPS Requirements

    a. All QTG material must be forwarded to the NSPM.
    b. A simulator windshear evaluation will be scheduled in 
accordance with normal procedures. Recurrent evaluation schedules 
will be used to the maximum extent possible.
    c. During the on-site evaluation, the evaluator will ask the 
operator to run the performance tests and record the results. The 
results of these on-site tests will be compared to those results 
previously approved and placed in the QTG or MQTG, as appropriate.
    d. QTGs for new (or MQTGs for upgraded) simulators must contain 
or reference the information described in paragraphs 2, 3, 4, and 5 
of this attachment.

End QPS Requirements

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

8. Subjective Evaluation

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

Begin Information

    The NSPM will fly the simulator in at least two of the available 
windshear scenarios to subjectively evaluate simulator performance 
as it encounters the programmed windshear conditions.
     a. One scenario will include parameters that enable the pilot 
to maintain a satisfactory flightpath.
     b. One scenario will include parameters that will not enable 
the pilot to maintain a satisfactory flightpath (crash).
     c. Other scenarios may be examined at the NSPM's discretion.

End Information

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

9. Qualification Basis

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

Begin Information

    The addition of windshear programming to a simulator in order to 
comply with the qualification for required windshear training does 
not change the original qualification basis of the simulator.

End Information

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

10. Demonstration Repeatability

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

Begin Information

    For the purposes of demonstration repeatability, it is 
recommended that the simulator be flown by means of the simulator's 
autodrive function (for those simulators that have autodrive 
capability) during the demonstrations.

End Information

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

Appendix B to Part 60--Qualification Performance Standards for Airplane 
Flight Training Devices

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

Begin Information

     This appendix establishes the standards for Airplane Flight 
Training Device (FTD) evaluation and qualification at Level 4, Level 
5, or Level 6. The Flight Standards Service, National Simulator 
Program Manager (NSPM), is responsible for the development, 
application, and implementation of the standards contained within 
this appendix. The procedures and criteria specified in this 
appendix will be used by the NSPM, or a person or persons assigned 
by the NSPM when conducting airplane FTD evaluations.

Table of Contents

1. Introduction
2. Applicability (Sec.  60.1) and Applicability of sponsor rules to 
persons who are not sponsors and who are engaged in certain 
unauthorized activities (Sec.  60.2)
3. Definitions (60.3)
4. Qualification Performance Standards (Sec.  60.4)
5. Quality Management System (Sec.  60.5)
6. Sponsor Qualification Requirements (Sec.  60.7)
7. Additional Responsibilities of the Sponsor (Sec.  60.9)
8. FSTD Use (Sec.  60.11)
9. FSTD Objective Data Requirements (Sec.  60.13)
    10. Special Equipment and Personnel Requirements for 
Qualification of the FTD (Sec.  60.14)
11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)
12. Additional Qualifications for Currently Qualified FTDs (Sec.  
60.16)
13. Previously Qualified FTDs (Sec.  60.17)
14. Inspection, Continuing Qualification Evaluation, and Maintenance 
Requirements (Sec.  60.19)
15. Logging FTD Discrepancies (Sec.  60.20)
16. Interim Qualification of FTDs for New Airplane Types or Models 
(Sec.  60.21)
17. Modifications to FTDs (Sec.  60.23)
18. Operations With Missing, Malfunctioning, or Inoperative 
Components (Sec.  60.25)
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification (Sec.  60.27)
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification (Sec.  60.29)
21. Record Keeping and Reporting (Sec.  60.31)
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33)
23. [Reserved]
24. Levels of FTD
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37)
Attachment 1 to Appendix B to Part 60--General FTD Requirements
Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD) 
Objective Tests
Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD) 
Subjective Evaluation
Attachment 4 to Appendix B to Part 60--Sample Documents

End Information

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1. Introduction

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[[Page 63499]]

Begin Information

     a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
     b. Related Reading References.
     (1) 14 CFR part 60.
     (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category 
II Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne 
Wind Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification 
of Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the internet at http://www.faa.gov/atpubs.

End Information

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2. Applicability (Sec. Sec.  60.1 & 60.2)

    There is no additional regulatory or informational material that 
applies to Sec.  60.1, Applicability, or to Sec.  60.2, 
Applicability of sponsor rules to person who are not sponsors and 
who are engaged in certain unauthorized activities.

3. Definitions (Sec.  60.3)

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

Begin Information

    See appendix F of this part for a list of definitions and 
abbreviations from part 1, part 60, and the QPS appendices of part 
60.

End Information

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4. Qualification Performance Standards (Sec.  60.4)

    There is no additional regulatory or informational material that 
applies to Sec.  60.4, Qualification Performance Standards.

5. Quality Management System (Sec.  60.5)

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

Begin Information

    Additional regulatory material and informational material 
regarding Quality Management Systems for FTDs may be found in 
appendix E of this part.

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FTD, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the airplane simulated 
during the 12-month period described. The identification of the 
specific FTD may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FTD at least once during the prescribed period. There is no minimum 
number of hours or minimum FTD periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FTD for its own 
use, in its own facility or elsewhere--this single FTD forms the 
basis for the sponsorship. The sponsor uses that FTD at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the airplane simulated. This 12-month period is 
established according to the following schedule:
    (i) If the FTD was qualified prior to October 30, 2007 the 12-
month period begins on the date of the first continuing 
qualification evaluation conducted in accordance with Sec.  60.19 
after October 30, 2007 and continues for each subsequent 12-month 
period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FTD use required.
    (c) The identification of the specific FTD may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FTDs, in its 
facility or elsewhere. Each additionally sponsored FTD must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec.  
60.7(d)(1));
    OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
airplane simulated (as described in Sec.  60.7(d)(1)). This 12-month 
period is established in the same manner as in example one.
    OR
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the airplane, not the subject FTD or another 
FTD, during the preceding 12-month period) stating that the subject 
FTD's performance and handling qualities represent the airplane (as 
described in Sec.  60.7(d)(2)). This statement is provided at least 
once in each 12-month period established in the same manner as in 
example one.
    (b) There is no minimum number of hours of FTD use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, recordkeeping, QMS program).
    (c) All of the FTDs in the Chicago and Moscow centers could be 
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FTDs in the Chicago and 
Moscow centers) because--
    (i) Each FTD in the Chicago center and each FTD in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the airplane (as described in Sec.  
60.7(d)(1));
    OR
    (ii) A statement is obtained from a qualified pilot (having 
flown the airplane, not the subject FTD or another FTD during

[[Page 63500]]

the preceding 12-month period) stating that the performance and 
handling qualities of each FTD in the Chicago and Moscow centers 
represents the airplane (as described in Sec.  60.7(d)(2)).

End Information

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7. Additional Responsibilities of the Sponsor (Sec.  60.9)

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

Begin Information

    The phrase ``as soon as practicable'' in Sec.  60.9(a) means 
without unnecessarily disrupting or delaying beyond a reasonable 
time the training, evaluation, or experience being conducted in the 
FSTD.

End Information

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8. FSTD Use (Sec.  60.11)

    There is no additional regulatory or informational material that 
applies to Sec.  60.11, FSTD use.

9. FTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

    a. Flight test data used to validate FTD performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table B2F.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FTD validation process;
    (2) In a manner that is clearly readable and annotated correctly 
and completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table B2A appendix.
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or airplane systems related data is available if 
this data is used to program and operate a qualified FTD. The data 
referred to in this sub-section are those data that are used to 
validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued. 
This notification must be made within 10 working days.

End QPS Requirements

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Begin Information

    e. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and if appropriate, with 
the person having supplied the aircraft data package for the FTD in 
order to facilitate the notification described in this paragraph.
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (a validation data 
roadmap) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify 
sources of data for all required tests, a description of the 
validity of these data for a specific engine type and thrust rating 
configuration, and the revision levels of all avionics affecting the 
performance or flying qualities of the aircraft. Additionally, this 
document should provide other information such as the rationale or 
explanation for cases where data or data parameters are missing, 
instances where engineering simulation data are used, or where 
flight test methods require further explanations. It should also 
provide a brief narrative describing the cause and effect of any 
deviation from data requirements. The aircraft manufacturer may 
provide this document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FTD evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FTD and discuss the flight 
test plan anticipated for acquiring such data with the NSPM well in 
advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu 
of a time-history result, Attachment 2 requires the sponsor or other 
data provider to ensure that a steady state condition exists at the 
instant of time captured by the ``snapshot.'' This is often verified 
by showing that a steady state condition existed from some period of 
time during which the snap shot is taken. The time period most 
frequently used is 5 seconds prior through 2 seconds following the 
instant of time captured by the snap shot. This paragraph is 
primarily addressing the source data and the method by which the 
data provider ensures that the steady state condition for the snap 
shot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or 
not to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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10. Special Equipment and Personnel Requirements for Qualification of 
the FTD (Sec.  60.14)

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

Begin Information

     a. In the event that the NSPM determines that special equipment 
or specifically qualified persons will be required to conduct an 
evaluation, the NSPM will make every attempt to notify the sponsor 
at least one (1) week, but in no case less than 72 hours, in advance 
of the evaluation. Examples of special equipment include flight 
control measurement devices, accelerometers, or oscilloscopes. 
Examples of specially qualified personnel include individuals 
specifically qualified to install or use any special equipment when 
its use is required.
    b. Examples of a special evaluation include an evaluation 
conducted after an FTD is moved; at the request of the TPAA; or as a 
result of comments received from FTD users that raise questions 
regarding the continued qualification or use of the FTD.

End Information

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11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)

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

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2 (Level 4 FTDs do not require objective tests); and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.

[[Page 63501]]

    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a qualification test guide (QTG), 
acceptable to the NSPM, that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the applicable QPS.
    (c) The result of FTD subjective tests prescribed in the 
applicable QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph a(3) of this section, must 
provide the documented proof of compliance with the FTD objective 
tests in Attachment 2,Table B2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for conducting automatic 
and manual tests;
    (3) A means of comparing the FTD test results to the objective 
data;
    (4) Any other information as necessary to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FTD.
     e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
     (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure B4C, for a sample QTG cover page).
     (2) A continuing qualification evaluation requirements page. 
This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure B4G, 
for a sample Continuing Qualification Evaluation Requirements page.
     (3) An FTD information page that provides the information 
listed in this paragraph, if applicable (see Attachment 4, Figure 
B4B, for a sample FTD information page). For convertible FTDs, the 
sponsor must submit a separate page for each configuration of the 
FTD.
     (a) The sponsor's FTD identification number or code.
     (b) The airplane model and series being simulated.
     (c) The aerodynamic data revision number or reference.
     (d) The engine model(s) and its data revision number or 
reference.
     (e) The flight control data revision number or reference.
     (f) The flight management system identification and revision 
level.
     (g) The FTD model and manufacturer.
     (h) The date of FTD manufacture.
     (i) The FTD computer identification.
     (j) The visual system model and manufacturer, including display 
type.
     (k) The motion system type and manufacturer, including degrees 
of freedom.
     (4) A Table of Contents.
     (5) A log of revisions and a list of effective pages.
     (6) List of all relevant data references.
     (7) A glossary of terms and symbols used (including sign 
conventions and units).
     (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FTD to comply with the 
requirement, a rationale explaining how the referenced material is 
used, mathematical equations and parameter values used, and the 
conclusions reached; i.e., that the FTD complies with the 
requirement. Refer to the ``General FTD Requirements'' column, Table 
B1A, in Attachment 1, or in the ``Alternative Data Sources, 
Procedures, and Instrumentation'' column, Table B2F, in Attachment 
2, to see when SOCs are required.
     (9) Recording procedures or equipment required to accomplish 
the objective tests.
     (10) The following information for each objective test 
designated in Attachment 2, as applicable to the qualification level 
sought:
     (a) Name of the test.
     (b) Objective of the test.
     (c) Initial conditions.
     (d) Manual test procedures.
     (e) Automatic test procedures (if applicable).
     (f) Method for evaluating FTD objective test results.
     (g) List of all relevant parameters driven or constrained 
during the automatic test(s).
     (h) List of all relevant parameters driven or constrained 
during the manual test(s).
     (i) Tolerances for relevant parameters.
     (j) Source of Validation Data (document and page number).
     (k) Copy of the Validation Data (if located in a separate 
binder, a cross reference for the identification and page number for 
pertinent data location must be provided).
     (l) FTD Objective Test Results as obtained by the sponsor. Each 
test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
     f. A convertible FTD is addressed as a separate FTD for each 
model and series airplane to which it will be converted and for the 
FAA qualification level sought. The NSPM will conduct an evaluation 
for each configuration. If a sponsor seeks qualification for two or 
more models of an airplane type using a convertible FTD, the sponsor 
must provide a QTG for each airplane model, or a supplemented QTG 
for each airplane model. The NSPM will conduct evaluations for each 
airplane model.
     g. The form and manner of presentation of objective test 
results in the QTG must include the following:
     (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
     (2) FTD results must be labeled using terminology common to 
airplane parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table B2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FTD test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between FTD and airplane with respect to time. Time histories 
recorded via a line printer are to be clearly identified for cross-
plotting on the airplane data. Over-plots must not obscure the 
reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FTD 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FTD is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD 
location.
    j. All FTDs for which the initial qualification is conducted 
after October 30, 2013 must have an electronic MQTG (eMQTG) 
including all objective data obtained from airplane testing, or 
another approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FTD (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have 
an electronic

[[Page 63502]]

copy of the MQTG by and after October 30, 2013. A copy of the eMQTG 
must be provided to the NSPM. This may be provided by an electronic 
scan presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.

End QPS Requirements

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Begin Information

    l. Only those FTDs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other 
FTD evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    m. The NSPM will conduct an evaluation for each configuration, 
and each FTD must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FTD is subjected to the 
general FTD requirements in Attachment 1, the objective tests listed 
in Attachment 2, and the subjective tests listed in Attachment 3 of 
this appendix. The evaluations described herein will include, but 
not necessarily be limited to the following:
    (1) Airplane responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
airplane's operating envelope, to include tasks evaluated by the 
NSPM in the areas of surface operations, takeoff, climb, cruise, 
descent, approach and landing, as well as abnormal and emergency 
operations (see Attachment 2 of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as 
compared to the airplane simulated (see attachment 1 and attachment 
3 of this appendix);
    (7) FTD systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
     n. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FTD by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FTD performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a 
typical utilization period;
    (b) Determining that the FTD satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FTD controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
     o. The tolerances for the test parameters listed in Attachment 
2 of this appendix reflect the range of tolerances acceptable to the 
NSPM for FTD validation and are not to be confused with design 
tolerances specified for FTD manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    p. In addition to the scheduled continuing qualification 
evaluation, each FTD is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FTD for the conduct of objective and 
subjective tests and an examination of functions) if the FTD is not 
being used for flight crewmember training, testing, or checking. 
However, if the FTD were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FTD evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FTD along with the student(s) and observing the operation 
of the FTD during the training, testing, or checking activities.
    q. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the qualification level requested but do support a lower 
level, the NSPM may qualify the FTD at a lower level. For example, 
if a Level 6 evaluation is requested, but the FTD fails to meet the 
spiral stability test tolerances, it could be qualified at Level 5.
    r. After an FTD is successfully evaluated, the NSPM issues a 
statement of qualification (SOQ) to the sponsor, The NSPM recommends 
the FTD to the TPAA, who will approve the FTD for use in a flight 
training program. The SOQ will be issued at the satisfactory 
conclusion of the initial or continuing qualification. However, it 
is the sponsor's responsibility to obtain TPAA approval prior to 
using the FTD in an FAA-approved flight training program.
    s. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure B4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    t. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FTD Objective Tests, Table B2A.
    u. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    v. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include engine out maneuvers or circling approaches.

End Information

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12. Additional Qualifications for Currently Qualified FTDs (Sec.  
60.16)

    There is no additional regulatory or informational material that 
applies to Sec.  60.16, Additional Qualifications for a Currently 
Qualified FTD.

13. Previously Qualified FTDs (Sec.  60.17)

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

Begin QPS Requirements

     a. In instances where a sponsor plans to remove an FTD from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FTD will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
     (3) The NSPM will remove the FTD from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FTD is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. FTDs qualified prior to October 30, 2007, are not required to 
meet the general FTD requirements, the objective test requirements, 
and the subjective test requirements of Attachments 1, 2, and 3, 
respectively, of this appendix.
    c. [Reserved]

End QPS Requirements

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

Begin Information

    d. Other certificate holders or persons desiring to use an FTD 
may contract with

[[Page 63503]]

FTD sponsors to use FTDs previously qualified at a particular level 
for an airplane type and approved for use within an FAA-approved 
flight training program. Such FTDs are not required to undergo an 
additional qualification process, except as described in Sec.  
60.16.
    e. Each FTD user must obtain approval from the appropriate TPAA 
to use any FTD in an FAA-approved flight training program.
    f. The intent of the requirement listed in Sec.  60.17(b), for 
each FTD to have a Statement of Qualification within 6 years, is to 
have the availability of that statement (including the configuration 
list and the limitations to authorizations) to provide a complete 
picture of the FTD inventory regulated by the FAA. The issuance of 
the statement will not require any additional evaluation or require 
any adjustment to the evaluation basis for the FTD.
    g. Downgrading of an FTD is a permanent change in qualification 
level and will necessitate the issuance of a revised Statement of 
Qualification to reflect the revised qualification level, as 
appropriate. If a temporary restriction is placed on an FTD because 
of a missing, malfunctioning, or inoperative component or on-going 
repairs, the restriction is not a permanent change in qualification 
level. Instead, the restriction is temporary and is removed when the 
reason for the restriction has been resolved.
    h. It is not the intent of the NSPM to discourage the 
improvement of existing simulation (e.g., the ``updating'' of a 
control loading system, or the replacement of the IOS with a more 
capable unit) by requiring the ``updated'' device to meet the 
qualification standards current at the time of the update. Depending 
on the extent of the update, the NSPM may require that the updated 
device be evaluated and may require that an evaluation include all 
or a portion of the elements of an initial evaluation. However, the 
standards against which the device would be evaluated are those that 
are found in the MQTG for that device.
    i. The NSPM will determine the evaluation criteria for an FTD 
that has been removed from active status for a prolonged period. The 
criteria will be based on the number of continuing qualification 
evaluations and quarterly inspections missed during the period of 
inactivity. For example, if the FTD were out of service for a 1 year 
period, it would be necessary to complete the entire QTG, since all 
of the quarterly evaluations would have been missed. The NSPM will 
also consider how the FTD was stored, whether parts were removed 
from the FTD and whether the FTD was disassembled.
    j. The FTD will normally be requalified using the FAA-approved 
MQTG and the criteria that was in effect prior to its removal from 
qualification. However, inactive periods of 2 years or more will 
require re-qualification under the standards in effect and current 
at the time of requalification.

End Information

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

14. Inspection, Continuing Evaluation Qualification Requirements (Sec.  
60.19)

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

Begin QPS Requirement

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection in this sequence must be developed by the 
sponsor and must be acceptable to the NSPM.
    b. The description of the functional preflight inspection must 
be contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FTD discrepancy log 
book or other acceptable location, including any item found to be 
missing, malfunctioning, or inoperative.

End QPS Requirements

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

Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec.  60.19(a)(1) should include a balance 
and a mix from the objective test requirement areas listed as 
follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FTD systems.
    e. If the NSP evaluator plans to accomplish specific tests 
during a normal continuing qualification evaluation that requires 
the use of special equipment or technicians, the sponsor will be 
notified as far in advance of the evaluation as practical; but not 
less than 72 hours. Examples of such tests include latencies, 
control sweeps, or motion or visual system tests.
    f. The continuing qualification evaluations described in Sec.  
60.19(b) will normally require 4 hours of FTD time. However, 
flexibility is necessary to address abnormal situations or 
situations involving aircraft with additional levels of complexity 
(e.g., computer controlled aircraft). The sponsor should anticipate 
that some tests may require additional time. The continuing 
qualification evaluations will consist of the following:
    (1) Review of the results of the quarterly inspections conducted 
by the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from 
the MQTG that provide an adequate opportunity to evaluate the 
performance of the FTD. The tests chosen will be performed either 
automatically or manually and should be able to be conducted within 
approximately one-third (\1/3\) of the allotted FTD time.
    (3) A subjective evaluation of the FTD to perform a 
representative sampling of the tasks set out in attachment 3 of this 
appendix. This portion of the evaluation should take approximately 
two-thirds (\2/3\) of the allotted FTD time.
    (4) An examination of the functions of the FTD may include the 
motion system, visual system, sound system as applicable, instructor 
operating station, and the normal functions and simulated 
malfunctions of the airplane systems. This examination is normally 
accomplished simultaneously with the subjective evaluation 
requirements.
    g. The requirement established in Sec.  60.19(b)(4) regarding 
the frequency of NSPM-conducted continuing qualification evaluations 
for each FTD is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 
12-month intervals.

End Information

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

15. Logging FTD Discrepancies (Sec.  60.20)

    There is no additional regulatory or informational material that 
applies to Sec.  60.20. Logging FTD Discrepancies.

16. Interim Qualification of FTDs for New Airplane Types or Models 
(Sec.  60.21)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.21, Interim Qualification of FTDs for New 
Airplane Types or Models.

End Information

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

17. Modifications to FTDs (Sec.  60.23)

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

Begin QPS Requirements

    a. The notification described in Sec.  60.23(c)(2) must include 
a complete description of the planned modification, with a 
description of the operational and engineering effect the proposed 
modification will have on the operation of the FTD and the results 
that are expected with the modification incorporated.
    b. Prior to using the modified FTD:
    (1) All the applicable objective tests completed with the 
modification incorporated, including any necessary updates to the 
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to 
the NSPM; and
    (2) The sponsor must provide the NSPM with a statement signed by 
the MR that the factors listed in Sec.  60.15(b) are addressed by 
the appropriate personnel as described in that section.

End QPS Requirements

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

Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4 for a sample index of effective FSTD Directives.

End Information

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

18. Operation With Missing, Malfunctioning, or Inoperative Components 
(Sec.  60.25)

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FTD, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. If the 29th or 30th day of the 30-day period described in 
Sec.  60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA

[[Page 63504]]

will extend the deadline until the next business day.
    c. In accordance with the authorization described in Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FTD. Repairs having a larger impact on the FTD's ability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

    a. FTD modifications can include hardware or software changes. 
For FTD modifications involving software programming changes, the 
record required by Sec.  60.31(a)(2) must consist of the name of the 
aircraft system software, aerodynamic model, or engine model change, 
the date of the change, a summary of the change, and the reason for 
the change.
    b. If a coded form for recordkeeping is used, it must provide 
for the preservation and retrieval of information with appropriate 
security or controls to prevent the inappropriate alteration of such 
records after the fact.

End QPS Requirements

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

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

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.33, Applications, Logbooks, Reports, 
and Records: Fraud, Falsification, or Incorrect Statements.

23. [Reserved]

24. Levels of FTD

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

Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are 
fully defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific cockpit and at 
least one operating system with air/ground logic (no aerodynamic 
programming required).
    (2) Level 5. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific cockpit and a 
generic aerodynamic program with at least one operating system and 
control loading that is representative of the simulated airplane 
only at an approach speed and configuration.
    (3) Level 6. A device that has an enclosed airplane-specific 
cockpit and aerodynamic program with all applicable airplane systems 
operating and control loading that is representative of the 
simulated airplane throughout its ground and flight envelope and 
significant sound representation.

End Information

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

25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37)

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

Begin Information

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.37, FSTD Qualification on the Basis 
of a Bilateral Aviation Safety Agreement (BASA).

End Information

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

Attachment 1 to Appendix B to Part 60--General FTD Requirements

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC), which 
may include objective and subjective tests. The SOC will confirm 
that the requirement was satisfied, and describe how the requirement 
was met. The requirements for SOCs and tests are indicated in the 
``General FTD Requirements'' column in Table B1A of this appendix.
    b. Table B1A describes the requirements for the indicated level 
of FTD. Many devices include operational systems or functions that 
exceed the requirements outlined in this section. In any event, all 
systems will be tested and evaluated in accordance with this 
appendix to ensure proper operation.

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general requirements for 
qualifying Level 4 through Level 6 FTDs. The sponsor should also 
consult the objectives tests in Attachment 2 and the examination of 
functions and subjective tests listed in Attachment 3 to determine 
the complete requirements for a specific level FTD.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General Cockpit Configuration.
    (2) Programming.
    (3) Equipment Operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion System.
    (6) Visual System.
    (7) Sound System.
     c. Table B1A provides the standards for the General FTD 
Requirements.

End Information

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

                   Table B1A--Minimum FTD Requirements
------------------------------------------------------------------------
     <<<QPS requirements>>>            FTD level
------------------------------------------------------  <<Information>>
                  General FTD                                Notes
     No.          requirements      4      5      6
------------------------------------------------------------------------
1. General Cockpit Configuration
------------------------------------------------------------------------

[[Page 63505]]

 
1.a..........  The FTD must have  .....  .....     X   For FTD purposes,
                a cockpit that                          the cockpit
                is a replica of                         consists of all
                the airplane                            that space
                simulated with                          forward of a
                controls,                               cross section of
                equipment,                              the fuselage at
                observable                              the most extreme
                cockpit                                 aft setting of
                indicators,                             the pilots'
                circuit                                 seats including
                breakers. and                           additional,
                bulkheads                               required flight
                properly                                crewmember duty
                located,                                stations and
                functionally                            those required
                accurate and                            bulkheads aft of
                replicating the                         the pilot seats.
                airplane. The                           For
                direction of                            clarification,
                movement of                             bulkheads
                controls and                            containing only
                switches must be                        item such as
                identifical to                          leanding gear
                that in the                             pin storage
                airplane. Pilot                         compartments,
                seat(s) must                            fire axes or
                afford the                              extinguishers,
                capability for                          spare light
                the occupant to                         bulbs, aircraft
                be able to                              documents
                achieve the                             pouches are not
                design ``eye                            considered
                position''.                             essential and
                                                        may be omitted.
------------------------------------------------------------------------
1.b..........  The FTS must have     X      X
                equipment (e.g.,
                instruments,
                panels, systems,
                circuit
                breakers, and
                controls)
                simulated
                sufficiently for
                the authorized
                training/
                checking events
                to be
                accomplished.
                The installed
                equipment must
                be located in a
                spatially
                correct location
                and may be in a
                cockpit or an
                open flight deck
                area. Actuation
                of equipment
                must replicate
                the appropriate
                function in the
                airplane.
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  The FTD must       .....     X      X
                provide the
                proper effect of
                aerodynamic
                changes for the
                combinations of
                drag and thrust
                normally
                encountered in
                flight. This
                must include the
                effect of change
                in airplane
                attitude,
                thrust, drag,
                altitude,
                temperature, and
                configuration.
               Level 6
                additionally
                requires the
                effects of
                changes in gross
                weight and
                center of
                gravity..
               Level 5 requires
                only generic
                aerodynamic
                programming..
------------------------------------------------------------------------
2.b..........  The FTD must have     X      X      X
                the computer
                (analog or
                digital)
                capability
                (i.e., capacity,
                accuracy,
                resolution, and
                dynamic
                response) needed
                to meet the
                qualification
                level sought.
------------------------------------------------------------------------
2.c..........  Relative           .....     X      X   The intent is to
                responses of the                        verify that the
                cockpit                                 FTD provides
                instruments must                        instrument cues
                be measured by                          that are, within
                latency tests,                          the stated time
                or transport                            delays, like the
                delay tests, and                        airplane
                may not exceed                          responses. For
                300                                     airplane
                milliseconds.                           response,
                The instruments                         acceleration in
                must respond to                         the appropriate,
                abrupt input at                         corresponding
                the pilot's                             rotational axis
                position within                         is preferred.
                the allotted                            Additional
                time, but not                           information
                before the time                         regarding
                when the                                Latency and
                airplane would                          Transport Delay
                respond under                           testing may be
                the same                                found in
                conditions.                             appendix A,
               <bullet> Latency:                        Attachment 2,
                The FTD                                 paragraph 14.
                instrument and,
                if applicable,
                the motion
                system and the
                visual system
                response must
                not be prior to
                that time when
                the airplane
                responds and may
                respond up to
                300 milliseconds
                after that time
                under the same
                conditions..
               <bullet>
                Transport Delay:
                As an
                alternative to
                the Latency
                requirement, a
                transport delay
                objective test
                may be used to
                demonstrate that
                the FTD system
                does not exceed
                the specified
                limit. The
                sponsor must
                measure all the
                delay
                encountered by a
                step signal
                migrating from
                the pilot's
                control through
                all the
                simulation
                software modules
                in the correct
                order, using a
                handshaking
                protocol,
                finally through
                the normal
                output
                interfaces to
                the instrument
                display and, if
                applicable, the
                motion system,
                and the visual
                system..
------------------------------------------------------------------------
3. Equipment Operations
------------------------------------------------------------------------
3.a..........  All relevant       .....     X      X
                instrument
                indications
                involved in the
                simulation of
                the airplane
                must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                airplane; e.g.,
                turbulence or
                winds.
------------------------------------------------------------------------

[[Page 63506]]

 
3.b..........  Navigation         .....     X      X
                equipment must
                be installed and
                operate within
                the tolerances
                applicable for
                the airplane.
               Levels 6 must
                also include
                communication
                equipment (inter-
                phone and air/
                ground) like
                that in the
                airplane and, if
                appropriate to
                the operation
                being conducted,
                an oxygen mask
                microphone
                system..
               Level 5 need have
                only that
                navigation
                equipment
                necessary to fly
                an instrument
                approach..
------------------------------------------------------------------------
3.c..........  Installed systems     X      X      X
                must simulate
                the applicable
                airplane system
                operation, both
                on the ground
                and in flight.
                Installed
                systems must be
                operative to the
                extent that
                applicable
                normal,
                abnormal, and
                emergency
                operating
                procedures
                included in the
                sponsor's
                training
                programs can be
                accomplished.
               Level 6 must
                simulate all
                applicable
                airplane flight,
                navigation, and
                systems
                operation..
               Level 5 must have
                at least
                functional
                flight and
                navigational
                controls,
                displays, and
                instrumentation..
               Level 4 must have
                at least one
                airplane system
                installed and
                functional..
------------------------------------------------------------------------
3.d..........  The lighting       .....  .....     X
                environment for
                panels and
                instruments must
                be sufficient
                for the
                operation being
                conducted.
------------------------------------------------------------------------
3.e..........  The FTD must       .....     X
                provide control
                forces and
                control travel
                that correspond
                to the airplane
                being simulated.
                Control forces
                must react in
                the same manner
                as in the
                airplane under
                the same flight
                conditions.
------------------------------------------------------------------------
3.f..........  The FTD must       .....     X
                provide control
                forces and
                control travel
                of sufficient
                precision to
                manually fly an
                instrument
                approach.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to        X      X      X   These seats need
                the flight                              not be a replica
                crewmember                              of an aircraft
                stations,                               seat and may be
                suitable seating                        as simple as an
                arrangements for                        office chair
                an instructor/                          placed in an
                check airman and                        appropriate
                FAA Inspector                           position.
                must be
                available. These
                seats must
                provide adequate
                view of
                crewmember's
                panel(s).
------------------------------------------------------------------------
4.b..........  The FTD must have     X      X      X
                instructor
                controls that
                permit
                activation of
                normal,
                abnormal, and
                emergency
                conditions as
                may be
                appropriate.
                Once activated,
                proper system
                operation must
                result from
                system
                management by
                the crew and not
                require input
                from the
                instructor
                controls.
------------------------------------------------------------------------
 
  5. Motion System (not required).......................................
------------------------------------------------------------------------
5.a..........  The FTD may have   .....     X      X   The motion system
                a motion system,                        standards set
                if desired,                             out in part 60,
                although it is                          appendix A for
                not required. If                        at least Level A
                a motion system                         simulators is
                is installed and                        acceptable.
                additional
                training,
                testing, or
                checking credits
                are being sought
                on the basis of
                having a motion
                system, the
                motion system
                operation must
                not be
                distracting and
                must be coupled
                closely to
                provide
                integrated
                sensory cues.
                The motion
                system must also
                respond to
                abrupt input at
                the pilot's
                position within
                the allotted
                time, but not
                before the time
                when the
                airplane would
                respond under
                the same
                conditions.
               A Subjective Test
                is required..
------------------------------------------------------------------------
 
6. Visual System (not required).........................................
------------------------------------------------------------------------

[[Page 63507]]

 
6.a..........  The FTD may have      X      X      X
                a visual system,
                if desired,
                although it is
                not required. If
                a visual system
                is installed, it
                must not be
                distracting.
------------------------------------------------------------------------
6.b..........  If a visual system is installed and additional training,
                testing, or checking credits are being sought on the
                basis of having a visual system, the visual system must
                meet the following criteria:
------------------------------------------------------------------------
6.b.1........  The visual system     X      X      X
                must respond to
                abrupt input at
                the pilot's
                position.
               An SOC is
                required..
               A Subjective Test
                is required..
------------------------------------------------------------------------
6.b.2........  The visual system     X      X      X
                must be at least
                a single
                channel, non-
                collimated
                display?.
               An SOC is
                required..
               A Subjective Test
                is required..
------------------------------------------------------------------------
6.b.3........  The visual system     X      X      X
                must provide at
                least a field of
                view of 18[deg]
                vertical/24[deg]
                horizontal for
                the pilot
                flying..
               An SOC is
                required..
------------------------------------------------------------------------
6.b.4........  The visual system     X      X      X
                must provide for
                a maximum
                parallax of
                10[deg] per
                pilot.
               An SOC is
                required..
------------------------------------------------------------------------
6.b.5........  The visual scene      X      X      X
                content may not
                be distracting.
               An SOC is
                required..
               A Subjective Test
                is required..
------------------------------------------------------------------------
6.b.6........  The minimum           X      X      X
                distance from
                the pilot's eye
                position to the
                surface of a
                direct view
                display may not
                be less than the
                distance to any
                front panel
                instrument.
               An SOC is
                required..
------------------------------------------------------------------------
6.b.7........  The visual system     X      X      X
                must provide for
                a minimum
                resolution of 5
                arc-minutes for
                both computed
                and displayed
                pixel size.
               An SOC is
                required..
------------------------------------------------------------------------
 
  7. Sound System.......................................................
------------------------------------------------------------------------
7.a..........  The FTD must       .....  .....     X
                simulate
                significant
                cockpit sounds
                resulting from
                pilot actions
                that correspond
                to those heard
                in the airplane.
------------------------------------------------------------------------
------------------------------------------------------------------------

Attachment 2 to Appendix B to Part 60--Flight Training Device (FTD) 
Objective Tests

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

Begin Information

    1. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table B2A, are defined 
as follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified 
takeoff position;
    (3) First segment climb--gear down with flaps/slats in any 
certified takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any 
certified takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;
    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    2. The format for numbering the objective tests in appendix A, 
Attachment 2, Table A2A, and the objective tests in appendix B, 
Attachment 2, Table B2A, is identical. However, each test required 
for FFSs is not necessarily required for FTDs. Also, each test 
required for FTDs is not necessarily required for FFSs. Therefore, 
when a test number (or series of numbers) is not required, the term 
``Reserved'' is used in the table at that location. Following this 
numbering format provides a degree of commonality between the two 
tables and substantially reduces the potential for confusion when 
referring to objective test numbers for either FFSs or FTDs.
    3. The QPS Requirements section imposes a duty on the sponsor or 
other data provider to ensure that a steady state condition exists 
at the instant of time captured by the ``snapshot'' for cases where 
the objective test results authorize a ``snapshot test'' or a 
``series of snapshot tests'' results in lieu of a time-history. This 
is often verified by showing that a steady state condition existed 
from some period prior to, through some period following, the snap 
shot. The time period most frequently used is from 5 seconds prior 
through 2 seconds following the instant of time captured by the snap 
shot. Other time periods may be acceptable as authorized by the 
NSPM.
    4. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK,

[[Page 63508]]

and FAA Advisory Circulars (AC) 25-7, as may be amended, Flight Test 
Guide for Certification of Transport Category Airplanes, and (AC) 
23-8, as may be amended, Flight Test Guide for Certification of Part 
23 Airplanes, for references and examples regarding flight testing 
requirements and techniques.
    5. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for the test.
    6. A Level 4 FTD does not require objective tests and therefore, 
Level 4 is not addressed in the following table.

End Information

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

Begin QPS Requirements

1. Test Requirements

    a. The ground and flight tests required for qualification are 
listed in Table B2A Objective Evaluation. Computer generated FTD 
test results must be provided for each test except where an 
alternate test is specifically authorized by the NSPM. If a flight 
condition or operating condition is required for the test but does 
not apply to the airplane being simulated or to the qualification 
level sought, it may be disregarded (e.g., an engine out missed 
approach for a single-engine airplane; a maneuver using reverse 
thrust for an airplane without reverse thrust capability). Each test 
result is compared against the validation data described in Sec.  
60.13, and in appendix B. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
FTD number, date, time, conditions, tolerances, and appropriate 
dependent variables portrayed in comparison to the validation data. 
Time histories are required unless otherwise indicated in Table B2A. 
All results must be labeled using the tolerances and units given.
    b. Table B2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for FTD validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to FTD performance. When 
two tolerance values are given for a parameter, the less restrictive 
may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In Table B2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data section. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match FTD to airplane data throughout a time history, 
differences must be justified by providing a comparison of other 
related variables for the condition being assessed.
    e. It is not acceptable to program the FTD so that the 
mathematical modeling is correct only at the validation test points. 
Unless noted otherwise, tests must represent airplane performance 
and handling qualities at operating weights and centers of gravity 
(CG) typical of normal operation. If a test is supported by aircraft 
data at one extreme weight or CG, another test supported by aircraft 
data at mid-conditions or as close as possible to the other extreme 
is necessary. Certain tests that are relevant only at one extreme CG 
or weight condition need not be repeated at the other extreme. The 
results of the tests for Level 6 are expected to be indicative of 
the device's performance and handling qualities throughout all of 
the following:
    (1) The airplane weight and CG envelope;
    (2) The operational envelope; and
    (3) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective airplane or set 
of airplanes.
    f. When comparing the parameters listed to those of the 
airplane, sufficient data must also be provided to verify the 
correct flight condition and airplane configuration changes. For 
example, to show that control force is within the parameters for a 
static stability test, data to show the correct airspeed, power, 
thrust or torque, airplane configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the airplane, but airspeed, altitude, control 
input, airplane configuration, and other appropriate data must also 
be given. If comparing landing gear change dynamics, pitch, 
airspeed, and altitude may be used to establish a match to the 
airplane, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
FTD will be set up and operated for each test. Each FTD subsystem 
may be tested independently, but overall integrated testing of the 
FTD must be accomplished to assure that the total FTD system meets 
the prescribed standards. A manual test procedure with explicit and 
detailed steps for completing each test must also be provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.''
    i. For previously qualified FTDs, the tests and tolerances of 
this attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a 
proposed MQTG revision to the NSPM and has received NSPM approval.
    j. FTDs are evaluated and qualified with an engine model 
simulating the airplane data supplier's flight test engine. For 
qualification of alternative engine models (either variations of the 
flight test engines or other manufacturer's engines) additional 
tests with the alternative engine models may be required. This 
Attachment contains guidelines for alternative engines.
    k. Testing Computer Controlled Airplane (CCA) simulators, or 
other highly augmented airplane simulators, flight test data is 
required for the Normal (N) and/or Non-normal (NN) control states, 
as indicated in this Attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table A2A require test results in the Normal control state 
unless specifically noted otherwise in the Test Details section 
following the CCA designation. The NSPM will determine what tests 
are appropriate for airplane simulation data. When making this 
determination, the NSPM may require other levels of control state 
degradation for specific airplane tests. Where Non-normal control 
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state. 
Where applicable, flight test data must record Normal and Non-normal 
states for:
    (1) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    l. Tests of handling qualities must include validation of 
augmentation devices. FTDs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.
    m. Some tests will not be required for airplanes using airplane 
hardware in the FTD cockpit (e.g., ``side stick controller''). These 
exceptions are noted in Section 2 ``Handling Qualities'' in Table 
B2A of this attachment. However, in these cases, the sponsor must 
provide a statement that the airplane hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.

End QPS Requirements



[[Page 63509]]

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

                                                Table B2A.--Flight Training Device (FTD) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                     <<< QPS Requirements >>>                                                        << Information >>
--------------------------------------------------------------------------------------------------------------------------------------------------------
                     Test                                                                                              FTD level
-----------------------------------------------       Tolerances         Flight conditions         Test details     --------------         Notes
        Number                   Title                                                                                 5      6
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a...................  (Reserved)............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b...................  Takeoff...............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1.................  Ground Acceleration     <plus-minus>5% time    Takeoff..............  Record acceleration    .....     X   This test is required
                         Time.                   or <plus-minus>1 sec.                         time for a minimum                   only if RTO training
                                                                                               of 80% of the                        credit is sought.
                                                                                               segment from brake
                                                                                               release to VR.
                                                                                               Preliminary aircraft
                                                                                               certification data
                                                                                               may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2. through 1.b.6..  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.7.................  Rejected Takeoff......  <plus-minus>3% time    Dry Runway...........  Record time for at     .....     X
                                                 or <plus-minus>1                              least 80% of the
                                                 second.                                       segment from
                                                                                               initiation of the
                                                                                               Rejected Takeoff to
                                                                                               full stop.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8.................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c...................  Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1.................  Normal Climb all        <plus-minus>3 kt       Clean................  Flight test data or       X      X
                         engines operating.      airspeed, <plus-                              airplane performance
                                                 minus>5% or <plus-                            manual data may be
                                                 minus>100 ft/min                              used. Record at
                                                 (0.5 m/sec) climb                             nominal climb speed
                                                 rate.                                         and at nominal
                                                                                               altitude. May be a
                                                                                               snapshot test result.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2. through 1.c.4..  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d...................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e...................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f...................  Engines
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1.................  Acceleration..........  <plus-minus>10% Tt,    Approach or Landing..  Record engine power       X      X   Tt is the total time
                                                 <plus-minus>1 sec                             (N1, N2, EPR,                        from initial
                                                 for Level 5.                                  Torque, Manifold                     throttle movement to
                                                                                               Pressure) from idle                  reaching 90% of go
                                                                                               to maximum takeoff                   around power.
                                                                                               power for a rapid
                                                                                               (slam) throttle
                                                                                               movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63510]]

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

[[Page 63511]]

 
2.a.3.a...............  Rudder Pedal Position   <plus-minus>5 lb (2.2  Ground...............  Record results for an  .....     X
                         vs. Force and Surface   daN) breakout, <plus-                         uninterrupted
                         Position Calibration.   minus>10% or <plus-                           control sweep to the
                                                 minus>5 lb (2.2 daN)                          stops.
                                                 force, <plus-
                                                 minus>2[deg] rudder
                                                 angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.b...............  Rudder Pedal Position   <plus-minus>5 lb (2.2  Ground...............  Record results for an     X   .....  Applicable only on
                         vs. Force.              daN) breakout, <plus-                         uninterrupted                        continuing
                                                 minus>10% or <plus-                           control sweep to the                 qualification
                                                 minus>5 lb (2.2 daN)                          stops.                               evaluations. The
                                                 force.                                                                             intent is to design
                                                                                                                                    the control feel for
                                                                                                                                    Level 5 to be able
                                                                                                                                    to manually fly an
                                                                                                                                    instrument approach;
                                                                                                                                    and not to compare
                                                                                                                                    results to flight
                                                                                                                                    test or other such
                                                                                                                                    data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4.................  Nosewheel Steering      <plus-minus>2 lb (0.9  Ground...............  .....................  .....     X
                         Controller Force.       daN) breakout, <plus-
                                                 minus>10% or <plus-
                                                 minus>3 lb (1.3 daN)
                                                 force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5.................  Rudder Pedal Steering   <plus-minus>2[deg]     Ground...............  .....................  .....     X
                         Calibration.            nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6.................  Pitch Trim Indicator    <plus-minus>0.5[deg]   Ground...............  .....................  .....     X   The purpose of the
                         vs. Surface Position    of computed trim                                                                   test is to compare
                         Calibration.            surface angle.                                                                     the FTD against
                                                                                                                                    design data or
                                                                                                                                    equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7.................  (Reserved)............
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8.................  Alignment of Cockpit    <plus-minus>5[deg] of  Ground...............  Requires simultaneous  .....     X
                         Throttle Lever vs.      throttle lever angle                          recording for all
                         Selected Engine         <plus-minus>0.8 in                            engines. The
                         Parameter.              (2 cm) for power                              tolerances apply
                                                 control without                               against airplane
                                                 angular travel.                               data and between
                                                                                               engines. In the case
                                                                                               of propeller powered
                                                                                               airplanes, if a
                                                                                               propeller lever is
                                                                                               present, it must
                                                                                               also be checked.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9.................  Brake Pedal Position    <plus-minus>5 lb (2.2  Ground...............  Two data points are    .....     X   Test not required
                         vs. Force.              daN) or 10% force.                            required: zero and                   unless RTO credit is
                                                                                               maximum deflection.                  sought.
                                                                                               Computer output
                                                                                               results may be used
                                                                                               to show compliance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b...................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c...................  Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Power setting is that required for level flight unless otherwise specified
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63512]]

 
2.c.1.................  Power Change Force....  <plus-minus>5 lb (2.2  Cruise or Approach...  May be a series of        X      X
                                                 daN) or, <plus-                               snapshot test
                                                 minus>20% force.                              results. Power
                                                                                               change dynamics test
                                                                                               as described in test
                                                                                               2.c.1 of Table A2A
                                                                                               of this part will be
                                                                                               accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2.................  Flap/Slat Change Force  <plus-minus>5 lb (2.2  Takeoff through        May be a series of        X      X
                                                 daN) or, <plus-        initial flap           snapshot test
                                                 minus>20% force.       retraction, and        results. Flap/Slat
                                                                        approach to landing.   change dynamics test
                                                                                               as described in test
                                                                                               2.c.2 of Table A2A
                                                                                               of this part will be
                                                                                               accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4.................  Gear Change Force.....  <plus-minus>5 lb (2.2  Takeoff (retraction)   May be a series of        X      X
                                                 daN) or, <plus-        and Approach           snapshot test
                                                 minus>20% force.       (extension).           results. Gear change
                                                                                               dynamics test as
                                                                                               described in test
                                                                                               2.c.4 of Table A2A
                                                                                               of this part will be
                                                                                               accepted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5.................  Longitudinal Trim.....  <plus-minus>0.5[deg]   Cruise, Approach, and  May be a series of        X      X
                                                 trim surface angle     Landing.               snapshot tests.
                                                 <plus-minus>1[deg]                            Level 5 may use
                                                 elevator <plus-                               equivalent stick and
                                                 minus>1[deg] pitch                            trim controllers in
                                                 angle <plus-minus>5%                          lieu of elevator and
                                                 net thrust or                                 trim surface.
                                                 equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.6.................  Longitudinal            <plus-minus>5 lb       Cruise, Approach and   May be a series of     .....     X
                         Maneuvering Stability   (<plus-minus>2.2       Landing.               snapshot test
                         (Stick Force/g).        daN) or <plus-                                results.
                                                 minus>10% pitch
                                                 controller force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7.................  Longitudinal Static     <plus-minus>5 lb       Approach.............  May be a series of        X      X
                         Stability.              (<plus-minus>2.2                              snapshot test
                                                 daN) or <plus-                                results. Level 5
                                                 minus>10% pitch                               must exhibit
                                                 controller force.                             positive static
                                                                                               stability, but need
                                                                                               not comply with the
                                                                                               numerical tolerance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8.................  Stall Warning           <plus-minus>3 kts.     Second Segment Climb,  Record the stall          X      X   The stall maneuver
                         (actuation of stall     airspeed, <plus-       and Approach or        warning signal.                      may be entered with
                         warning device).        minus>2[deg] bank.     Landing.                                                    thrust at or near
                                                                                                                                    idle power and wings
                                                                                                                                    level (1g).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63513]]

 
2.c.9.a...............  Phugoid Dynamics......  <plus-minus>10%        Cruise...............  The test must include  .....     X
                                                 period, <plus-                                whichever is less of
                                                 minus>10% of time to                          the following: Three
                                                 \1/2\ or double                               full cycles (six
                                                 amplitude or <plus-                           overshoots after the
                                                 minus>.02 of damping                          input is completed),
                                                 ratio.                                        or the number of
                                                                                               cycles sufficient to
                                                                                               determine time to \1/
                                                                                               2\ or double
                                                                                               amplitude.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.9.b...............  Phugoid Dynamics......  <plus-minus>10%        Cruise...............  The test must include     X   .....
                                                 period,                                       whichever is less of
                                                 Representative                                the following: Three
                                                 damping.                                      full cycles (six
                                                                                               overshoots after the
                                                                                               input is completed),
                                                                                               or the number of
                                                                                               cycles sufficient to
                                                                                               determine
                                                                                               representative
                                                                                               damping.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10................  Short Period Dynamics.  <plus-minus>1.5[deg]   Cruise...............  .....................  .....     X   .....................
                                                 pitch angle or <plus-
                                                 minus>2[deg]/sec
                                                 pitch rate, <plus-
                                                 minus>0.10g
                                                 acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d...................  (3) Lateral Directional Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        (3) Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.................  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2.................  Roll Response (Rate)..  <plus-minus>10% or     Cruise, and Approach   .....................     X      X   Results should be
                                                 <plus-minus>2[deg]/    or Landing.                                                 recorded for normal
                                                 sec roll rate.                                                                     roll controller
                                                                                                                                    deflection (about
                                                                                                                                    one-third of maximum
                                                                                                                                    roll controller
                                                                                                                                    travel). May be
                                                                                                                                    combined with step
                                                                                                                                    input of flight deck
                                                                                                                                    roll controller test
                                                                                                                                    (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.................  Roll Response to        <plus-minus>10% or     Approach or Landing..  .....................  .....     X   May be combined with
                         Cockpit Roll            <plus-minus>2[deg]                                                                 roll response (rate)
                         Controller Step Input.  bank angle.                                                                        test (2.d.2.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4.a...............  Spiral Stability......  Correct trend and      Cruise...............  .....................  .....     X   Airplane data
                                                 <plus-minus>3[deg]                                                                 averaged from
                                                 or <plus-minus>10%                                                                 multiple tests in
                                                 bank angle in 20                                                                   same direction may
                                                 seconds.                                                                           be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63514]]

 
2.d.4.b...............  Spiral Stability......  Correct trend........  Cruise...............  .....................     X   .....  Airplane data
                                                                                                                                    averaged from
                                                                                                                                    multiple tests in
                                                                                                                                    same direction may
                                                                                                                                    be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.5.................  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.a...............  Rudder Response.......  <plus-minus>2[deg]/    Approach or Landing..  Not required if        .....     X   A rudder step input
                                                 sec or <plus-                                 rudder input and                     of 20%-30% rudder
                                                 minus>10% yaw rate..                          response is shown in                 pedal throw may be
                                                                                               Dutch Roll Test                      used.
                                                                                               (test 2.d.7).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.b...............  Rudder Response.......  Roll rate <plus-       Approach or Landing..  May be roll response      X   .....  .....................
                                                 minus>2[deg]/sec,                             to a given rudder
                                                 bank angle <plus-                             deflection.
                                                 minus>3[deg].
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.7.................  Dutch, Roll, (Yaw       <plus-minus>0.5 sec    Cruise, and Approach   Record results for at  .....     X   .....................
                         Damper OFF).            or <plus-minus>10%     or Landing.            least 6 complete
                                                 of period, <plus-                             cycles with
                                                 minus>10% of time to                          stability
                                                 \1/2\ or double                               augmentation OFF, or
                                                 amplitude or <plus-                           the number of cycles
                                                 minus>.02 of damping                          sufficient to
                                                 ratio.                                        determine time to \1/
                                                                                               2\ or double
                                                                                               amplitude.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8.................  Steady State Sideslip.  For given rudder       Approach or Landing..  May be a series of        X      X   Sideslip angle is
                                                 position <plus-                               snapshot test                        matched for
                                                 minus>2[deg] bank                             results. Propeller                   repeatability on
                                                 angle, <plus-                                 driven airplanes                     continuing
                                                 minus>1[deg]                                  must test in each                    qualification
                                                 sideslip angle,                               direction.                           evaluations.
                                                 <plus-minus>10% or
                                                 <plus-minus>2[deg]
                                                 aileron, <plus-
                                                 minus>10% or <plus-
                                                 minus>5[deg] spoiler
                                                 or equivalent roll,
                                                 controller position
                                                 or force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e. through 2.h......  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.....................  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.....................  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.....................  (Reserved)............  .....................  .....................  .....................  .....  .....  .....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
6. FTD System Response Time
--------------------------------------------------------------------------------------------------------------------------------------------------------
6a....................  Latency...............
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                300 ms (or less)       Take-off cruise, and   One test is required      X      X   .....................
                                                 after airplane         approach or landing.   in each axis (pitch,
                                                 response.                                     roll and yaw) for
                                                                                               each of the three
                                                                                               conditions (take-
                                                                                               off, cruise, and
                                                                                               approach or landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Transport Delay. If Transport Delay is chosen to demonstrate response time than Latency, it
                         is expected that when reviewing those existing tests where latency can be identified
                         (e.g., short period, roll response, rudder response) the sponsor and the NSPM will apply
                         additional scrutiny to ensure proper FTD response.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63515]]

 
                                                300 ms (or less)       N/A..................  A separate test is        X      X   .....................
                                                 after controller                              required in each
                                                 movement.                                     axis (pitch, roll,
                                                                                               and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------

3. For Additional Information on the Following Topics, Please Refer to 
Appendix A, Attachment 2, and the Indicated Paragraph Within That 
Attachment

    <bullet> Control Dynamics, paragraph 3.
    <bullet> Motion System, paragraph 5.
    <bullet> Sound System, paragraph 6.
    <bullet> Engineering Simulator Validation Data, paragraph 8.
    <bullet> Approval Guidelines for Engineering Simulator 
Validation Data, paragraph 9.
    <bullet> Validation Test Tolerances, paragraph 10.
    <bullet> Validation Data Road Map, paragraph 11.
    <bullet> Acceptance Guidelines for Alternative Engines Data, 
paragraph 12.
    <bullet> Acceptance Guidelines for Alternative Avionics, 
paragraph 13.
    <bullet> Transport Delay Testing, paragraph 14.
    <bullet> Continuing Qualification Evaluation Validation Data 
Presentation, paragraph 15.

4. Alternative Objective Data for FTD Level 5.

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

Begin QPS Requirements

    a. This paragraph (including the following tables) is relevant 
only to FTD Level 5. It is provided because this level is required 
to simulate the performance and handling characteristics of a set of 
airplanes with similar characteristics, such as normal airspeed/
altitude operating envelope and the same number and type of 
propulsion systems (engines).
    b. Tables B2B through B2E reflect FTD performance standards that 
are acceptable to the FAA. A sponsor must demonstrate that a device 
performs within these parameters, as applicable. If a device does 
not meet the established performance parameters for some or for all 
of the applicable tests listed in Tables B2B through B2E, the 
sponsor may use NSP accepted flight test data for comparison 
purposes for those tests.
    c. Sponsors using the data from Tables B2B through B2E must 
comply with the following:
    (1) Submit a complete QTG, including results from all of the 
objective tests appropriate for the level of qualification sought as 
set out in Table B2A. The QTG must highlight those results that 
demonstrate the performance of the FTD is within the allowable 
performance ranges indicated in Tables B2B through B2E, as 
appropriate.
    (2) The QTG test results must include all relevant information 
concerning the conditions under which the test was conducted; e.g., 
gross weight, center of gravity, airspeed, power setting, altitude 
(climbing, descending, or level), temperature, configuration, and 
any other parameter that impacts the conduct of the test.
    (3) The test results become the validation data against which 
the initial and all subsequent recurrent evaluations are compared. 
These subsequent evaluations will use the tolerances listed in Table 
B2A.
    (4) Subjective testing of the device must be performed to 
determine that the device performs and handles like an airplane 
within the appropriate set of airplanes.

   Table B2B. -- Alternative Data Source for FTD Level 5 Small, Single
                     Engine (Reciprocating) Airplane
------------------------------------------------------------------------
                         <<< QPS requirement >>>
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized  performance
       No.            Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c               Climb.
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb rate = 500-1200 fpm
                   gross weight, at best       (2.5-6 m/sec).
                   rate-of-climb airspeed.
------------------------------------------------------------------------
1.f.............  Engines.
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-4 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-4 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests.
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilization, record
                   column force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------

[[Page 63516]]

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

[[Page 63517]]

 
                  Use 50 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                                               and \1/2\-2 cycles.
                  (Applicable to cruise and
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                  Use 50 percent rudder        2-10 degrees of aileron.
                   deflection. (Applicable
                   to approach and landing
                   degrees of
                   configurations.).
------------------------------------------------------------------------
6...............  FTD System Response Time.
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


 Table B2C.--Alternative Data Source for FTD Level 5 Small, Multi-Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
                         <<< QPS requirement >>>
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c               Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots. Climb rate = 500-
                   rate-of-climb airspeed.     1500 fpm (2.5-7.5 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-5 Seconds
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-5 Seconds
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  a) Trim for straight and    10-25 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force....  ..........................
------------------------------------------------------------------------
                  a) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------

[[Page 63518]]

 
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  a) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.4...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation    ..........................
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second.
------------------------------------------------------------------------
                  a) Landing configuration:.  60-90 knots; <plus-minus>
                                               5[deg] of bank.
------------------------------------------------------------------------
                  b) Clean configuration:...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                                               40 degrees/second.
                  Roll rate must be measured  ..........................
                   through at least 30
                   degrees of roll..
                  Aileron control must be     ..........................
                   deflected \1/2\ (50
                   percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                                               minus> 5 degrees) after
                                               20 seconds.
                  Cruise configuration and    ..........................
                   normal cruise airspeed.
                   Establish a 20-30 degree
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  6-12 degrees/second yaw
                                               rate.
                  Use 50 percent of maximum   ..........................
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                   (Applicable to cruise and   and \1/2\-2 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                                               2-10 degrees of aileron.
                  Use 50 percent rudder       ..........................
                   deflection. (Applicable
                   to approach and landing
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


[[Page 63519]]


Table B2D.--Alternative Data Source for FTD Level 5 Small, Single Engine
                       (Turbo-Propeller) Airplane
------------------------------------------------------------------------
                         <<< QPS requirement >>>
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized  performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots, Climb rate = 800-
                   rate-of-climb airspeed.     1800 fpm (4-9 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       4-8 Seconds
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       3-7 Seconds
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  a) Trim for straight and    8 lbs (3.5 daN) of Push
                   level flight at 80% of      force--8 lbs (3.5 daN) of
                   normal cruise airspeed      Pull force
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push)
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  a) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                   b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push)
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                   a) Trim for straight and    2-12 lbs (0.88-5.3 daN)
                   level flight with landing   of force (Pull)
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88- 5.3 daN)
                   level flight with landing   of force (Push)
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------

[[Page 63520]]

 
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second.
------------------------------------------------------------------------
                  a) Landing configuration:.  60-90 knots; <plus-minus>
                                               5[deg] of bank.
------------------------------------------------------------------------
                  b) Clean configuration:...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                                               40 degrees/second.
                  Roll rate must be measured
                   through at least 30
                   degrees of roll. Aileron
                   control must be deflected
                   \1/2\ (50 percent) of
                   maximum travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                                               minus> 5 degrees) after
                                               20 seconds.
                  Cruise configuration and
                   normal cruise airspeed.
                   Establish a 20-30 degree
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........   6-12 degrees/second yaw
                                               rate.
                  Use 50 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                                               and 1.2-3 cycles.
                   (Applicable to cruise and
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank; 4-10
                                               degrees of sideslip; and
                                               2-10 degrees of aileron.
                  Use 50 percent rudder
                   deflection. (Applicable
                   to approach and landing
                   degrees of
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


Table B2E.--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-
                           Propeller) Airplane
------------------------------------------------------------------------
                         <<< QPS requirement >>>
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
       No.            Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.b.1...........  Normal climb with nominal   Climb airspeed= 120-140
                   gross weight, at best       knots.
                   rate-of-climb airspeed     Climb rate= 1000-3000 fpm
                                               (5-15 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-6 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       1-5 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------

[[Page 63521]]

 
                  a) Trim for straight and    8 lbs (3.5 daN) of Push
                   level flight at 80% of      force to 8 lbs (3.5 daN)
                   normal cruise airspeed      of Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
                 -------------------------------------------------------
                  a) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed
------------------------------------------------------------------------
2.c.4...........  Gear change force
                 -------------------------------------------------------
                  a) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
                 -------------------------------------------------------
                  OR
                 -------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations; cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation    ..........................
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   approximately one (1)
                   knot per second
                 -------------------------------------------------------
                  a) Landing configuration..  80-100 knots; <plus-minus>
                                               5[deg] of bank.
                 -------------------------------------------------------
                  b) Clean configuration....  Landing configuration
                                               speed + 10-20%
                 -------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d Lateral Directional Test............................................
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 6-
                  Roll rate must be measured   40 degrees/second.
                   through at least 30
                   degrees of roll..
                  Aileron control must be
                   deflected approximately
                   \1/2\ (50 percent) of
                   maximum travel.
------------------------------------------------------------------------

[[Page 63522]]

 
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                  Cruise configuration and     minus>5 degrees) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20-30 degree
                   bank. When stabilized,
                   neutralize the aileron
                   control and release. Must
                   be completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  6-12 degrees/second yaw
                  Use 50 percent of maximum    rate.
                   rudder deflection.
                  (Applicable to approach or
                   landing configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                  (Applicable to cruise and    and \1/2\-3 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2-10 degrees of bank;
                  Use 50 percent rudder       4-10 degrees of sideslip;
                   deflection.                 and
                  (Applicable to approach     2-10 degrees of aileron.
                   and landing
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Cockpit instrument systems  300 milliseconds or less.
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw)
------------------------------------------------------------------------

End QPS Requirements

5. Alternative Data Sources, Procedures, and Instrumentation: Level 6 
FTD Only.

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

Begin Information

    a. In recent years, considerable progress has been made by 
highly experienced aircraft and FTD manufacturers in improvement of 
aerodynamic modeling techniques. In conjunction with increased 
accessibility to very high powered computer technology, these 
techniques have become quite sophisticated. Additionally, those who 
have demonstrated success in combining these modeling techniques 
with minimal flight testing have incorporated the use of highly 
mature flight controls models and have had extensive experience in 
comparing the output of their effort with actual flight test data--
and they have been able to do so on an iterative basis over a period 
of years.
    b. It has become standard practice for experienced FTD 
manufacturers to use such techniques as a means of establishing data 
bases for new FTD configurations while awaiting the availability of 
actual flight test data; and then comparing this new data with the 
newly available flight test data. The results of such comparisons 
have, as reported by some recognized and experienced simulation 
experts, become increasingly consistent and indicate that these 
techniques, applied with appropriate experience, are becoming 
dependably accurate for the development of aerodynamic models for 
use in Level 6 FTDs.
    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of 
aerodynamic models for FTD application can successfully use these 
modeling techniques to acceptably alter the method by which flight 
test data may be acquired and, when applied to Level 6 FTDs, does 
not compromise the quality of that simulation.
    a. The information in the table that follows (Table of 
Alternative Data Sources, Procedures, and Information: Level 6 FTD 
Only) is presented to describe an acceptable alternative to data 
sources for Level 6 FTD modeling and validation, and an acceptable 
alternative to the procedures and instrumentation found in the 
flight test methods traditionally accepted for gathering modeling 
and validation data.
    (1) Alternative data sources that may be used for part or all of 
a data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection 
Report (TIR), Certification Data or acceptable supplemental flight 
test data.
    (2) The NSPM recommends that use of the alternative 
instrumentation noted in the following Table be coordinated with the 
NSPM prior to employment in a flight test or data gathering effort.
    b. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on three primary 
preconditions and presumptions regarding the objective data and FTD 
aerodynamic program modeling.
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. AOA can be sufficiently derived if 
the flight test program insures the collection of acceptable level, 
unaccelerated, trimmed flight data. Angle of attack may be validated 
by conducting the three basic ``fly-by'' trim tests. The FTD time 
history tests should begin in level, unaccelerated, and trimmed 
flight, and the results should be compared with the flight test 
pitch angle.
    (2) A simulation controls system model should be rigorously 
defined and fully mature. It should also include accurate gearing 
and cable stretch characteristics (where applicable) that are 
determined from actual aircraft measurements. Such a model does not 
require control surface position measurements in the flight test 
objective data for Level 6 FTD applications.
    c. This table is not applicable to Computer Controlled Aircraft 
FTDs.
    d. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with 
the balance of the information contained in this document relative 
to Level 6 FTDs.
    e. The term ``inertial measurement system'' allows the use of a 
functional global positioning system (GPS).

End Information



[[Page 63523]]

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

  Table B2F.--Alternative Data Sources, Procedures, and Instrumentation
                         Level 6 FTD Information
------------------------------------------------------------------------
                                   Alternative data
   Objective test  reference     sources, procedures,       Notes and
       number  and title          and instrumentation       reminders
------------------------------------------------------------------------
1.b.1.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Ground acceleration time......   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.b.7.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Rejected takeoff..............   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.c.1.........................  Data may be acquired    ................
Performance...................   with a synchronized
Climb.........................   video of calibrated
Normal climb all engines         airplane instruments
 operating..                     and engine power
                                 throughout the climb
                                 range.
------------------------------------------------------------------------
1.f.1.........................  Data may be acquired    ................
Performance...................   with a synchronized
Engines.......................   video recording of
Acceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
1.f.2.........................  Data may be acquired    ................
Performance...................   with a synchronized
Engines.......................   video recording of
Deceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
2.a.1.a.......................  Surface position data   ................
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Pitch controller position vs.    (FDR) sensor or, if
 force and surface position      no FDR sensor, at
 calibration..                   selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.2.a.......................  Surface position data   ................
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Wheel position vs. force and     (FDR) sensor or, if
 surface position calibration..  no FDR sensor, at
                                 selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.3.a.......................  Surface position data   ................
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Rudder pedal position vs.        (FDR) sensor or, if
 force and surface position      no FDR sensor, at
 calibration..                   selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.4.........................  Breakout data may be    ................
Handling qualities............   acquired with a hand
Static control tests..........   held force gauge. The
Nosewheel steering force......   remainder of the
                                 force to the stops
                                 may be calculated if
                                 the force gauge and a
                                 protractor are used
                                 to measure force
                                 after breakout for at
                                 least 25% of the
                                 total displacement
                                 capability.
------------------------------------------------------------------------
2.a.5.........................  Data may be acquired    ................
Handling qualities............   through the use of
Static control tests..........   force pads on the
Rudder pedal steering            rudder pedals and a
 calibration..                   pedal position
                                 measurement device,
                                 together with design
                                 data for nose wheel
                                 position.
------------------------------------------------------------------------
2.a.6.........................  Data may be acquired    ................
Handling qualities............   through calculations..
Static control tests..........
Pitch trim indicator vs.
 surface position calibration..
------------------------------------------------------------------------

[[Page 63524]]

 
2.a.8.........................  Data may be acquired    ................
Handling qualities............   through the use of a
Static control tests..........   temporary throttle
Alignment of power lever angle   quadrant scale to
 vs. selected engine parameter   document throttle
 (e.g., EPR, N1, Torque)..       position. Use a
                                 synchronized video to
                                 record steady state
                                 instrument readings
                                 or hand-record steady
                                 state engine
                                 performance readings.
------------------------------------------------------------------------
2.a.9.........................  Use of design or        ................
Handling qualities............   predicted data is
Static control tests..........   acceptable. Data may
Brake pedal position vs.         be acquired by
 force..                         measuring deflection
                                 at ``zero'' and at
                                 ``maximum.''.
------------------------------------------------------------------------
2.c.1.........................  Data may be acquired    Power change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Power change force............   and a synchronized      using the same
                                 video of the            data
                                 calibrated airplane     acquisition
                                 instruments, throttle   methodology.
                                 position, and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------
2.c.2.........................  Data may be acquired    Flap/slat change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Flap/slat change force........   and a synchronized      using the same
                                 video of calibrated     data
                                 airplane instruments,   acquisition
                                 flap/slat position,     methodology.
                                 and the force/
                                 position measurements
                                 of cockpit controls.
------------------------------------------------------------------------
2.c.4.........................  Data may be acquired    Gear change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Gear change force.............   and a synchronized      using the same
                                 video of the            data
                                 calibrated airplane     acquisition
                                 instruments, gear       methodology.
                                 position, and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------
2.c.5.........................  Data may be acquired    ................
Handling qualities............   through use of an
Longitudinal control tests....   inertial measurement
Longitudinal trim.............   system and a
                                 synchronized video of
                                 the cockpit controls
                                 position (previously
                                 calibrated to show
                                 related surface
                                 position) and the
                                 engine instrument
                                 readings.
------------------------------------------------------------------------
2.c.6.........................  Data may be acquired    ................
Handling qualities............   through the use of an
Longitudinal control tests....   inertial measurement
Longitudinal maneuvering         system and a
 stability (stick force/g)..     synchronized video of
                                 the calibrated
                                 airplane instruments;
                                 a temporary, high
                                 resolution bank angle
                                 scale affixed to the
                                 attitude indicator;
                                 and a wheel and
                                 column force
                                 measurement
                                 indication.
------------------------------------------------------------------------
2.c.7.........................  Data may be acquired    ................
Handling qualities............   through the use of a
Longitudinal control tests....   synchronized video of
Longitudinal static stability.   the airplane flight
                                 instruments and a
                                 hand held force gauge.
------------------------------------------------------------------------
2.c.8.........................  Data may be acquired    Airspeeds may be
Handling qualities............   through a               cross checked
Longitudinal control tests....   synchronized video      with those in
Stall Warning (activation of     recording of a stop     the TIR and
 stall warning device)..         watch and the           AFM.
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
2.c.9.a.......................  Data may be acquired    ................
Handling qualities............   by using an inertial
Longitudinal control tests....   measurement system
Phugoid dynamics..............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------
2.c.10........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Longitudinal control tests....   measurement system
Short period dynamics.........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------
2.c.11........................  May use design data,    ................
Handling qualities............   production flight
Longitudinal control tests....   test schedule, or
Gear and flap/slat operating     maintenance
 times..                         specification,
                                 together with an SOC.
------------------------------------------------------------------------
2.d.2.........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Roll response (rate)..........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 cockpit lateral
                                 controls.
------------------------------------------------------------------------

[[Page 63525]]

 
2.d.3.........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
(a) Roll overshoot............   and a synchronized
OR............................   video of the
(b) Roll response to cockpit     calibrated airplane
 roll controller step input..    instruments and the
                                 force/position
                                 measurements of
                                 cockpit lateral
                                 controls.
------------------------------------------------------------------------
2.d.4.........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Spiral stability..............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments; the
                                 force/position
                                 measurements of
                                 cockpit controls; and
                                 a stop watch.
------------------------------------------------------------------------
2.d.6.a.......................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Rudder response...............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments; the
                                 force/position
                                 measurements of
                                 rudder pedals.
------------------------------------------------------------------------
2.d.7.........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Dutch roll, (yaw damper OFF)..   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------
2.d.8.........................  Data may be acquired    ................
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Steady state sideslip.........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 cockpit controls.
------------------------------------------------------------------------

Attachment 3 to Appendix B to Part 60--Flight Training Device (FTD) 
Subjective Evaluation

1. Discussion

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

Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the FTD to perform over a typical utilization period. 
The items listed in the Table of Functions and Subjective Tests are 
used to determine whether the FTD competently simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the FTD controls, instruments, and systems. The tasks 
do not limit or exceed the authorizations for use of a given level 
of FTD as described on the Statement of Qualification or as may be 
approved by the TPAA. All items in the following paragraphs are 
subject to examination.
    b. All simulated airplane systems functions will be assessed for 
normal and, where appropriate, alternate operations. Simulated 
airplane systems are listed separately under ``Any Flight Phase'' to 
ensure appropriate attention to systems checks. Operational 
navigation systems (including inertial navigation systems, global 
positioning systems, or other long-range systems) and the associated 
electronic display systems will be evaluated if installed. The NSP 
pilot will include in his report to the TPAA, the effect of the 
system operation and any system limitation.
    e. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a Line Oriented Flight Training 
(LOFT) scenario or special emphasis items in the sponsor's training 
program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
affect the qualification of the FTD.

End Information

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

     Table B3A.--Table of Functions and Subjective Tests Level 6 FTD
------------------------------------------------------------------------
 <<< QPS requirement                                            Operations
         >>>                             No.                       tasks
-------------------------------------------------------------- ------------
                       Tasks in this table are subject to
                        evaluation if appropriate for the
                        airplane system or systems simulated
                        as indicated in the SOQ Configuration
                        List as defined in appendix B,
                        Attachment 2 of this part.
------------------------------------------------------------------------
1. Preflight
------------------------------------------------------------------------
                       Accomplish a functions check of all
                        installed switches, indicators,
                        systems, and equipment at all
                        crewmembers' and instructors'
                        stations, and determine that the
                        cockpit (or flight deck area) design
                        and functions replicate the
                        appropriate airplane.
------------------------------------------------------------------------
2. Surface Operations (pre-takeoff)
------------------------------------------------------------------------
2.a..................  Engine start:
------------------------------------------------------------------------

[[Page 63526]]

 
2.a.1................    Normal start.
------------------------------------------------------------------------
2.a.2................    Alternative procedures start.
------------------------------------------------------------------------
2.a.3................    Abnormal procedures start/shut down.
------------------------------------------------------------------------
2.b..................  Pushback/Powerback (powerback requires
                        visual system).
------------------------------------------------------------------------
3. Takeoff (requires appropriate visual system as set out in
 Table B1A, item 6.b.; appendix B, Attachment 1.)
------------------------------------------------------------------------
3.a..................  Instrument takeoff:
------------------------------------------------------------------------
3.a.1................    Engine checks (e.g., engine parameter
                       relationships, propeller/mixture
                       controls).
------------------------------------------------------------------------
3.a.2................    Acceleration characteristics.
------------------------------------------------------------------------
3.a.3................    Nosewheel/rudder steering.
------------------------------------------------------------------------
3.a.4................    Landing gear, wing flap, leading edge
                       device operation.
------------------------------------------------------------------------
3.b..................  Rejected takeoff:
------------------------------------------------------------------------
3.b.1................    Deceleration characteristics.
------------------------------------------------------------------------
3.b.2................    Brakes/engine reverser/ground spoiler
                       operation.
------------------------------------------------------------------------
3.b.3................    Nosewheel/rudder steering.
------------------------------------------------------------------------
4. In-Flight Operations
------------------------------------------------------------------------
4.a..................  Normal climb.
------------------------------------------------------------------------
4.b..................  Cruise:
------------------------------------------------------------------------
4.b.1................    Demonstration of performance
                       characteristics (speed vs. power).
------------------------------------------------------------------------
4.b.2................    Normal turns.
------------------------------------------------------------------------
4.b.3................    Demonstration of high altitude
                       handling.
------------------------------------------------------------------------
4.b.4................    Demonstration of high airspeed
                       handling/overspeed warning.
------------------------------------------------------------------------
4.b.5................    Demonstration of Mach effects on
                       control and trim.
------------------------------------------------------------------------
4.b.6................    Steep turns.
------------------------------------------------------------------------
4.b.10...............    In-Flight engine shutdown (procedures
                       only).
------------------------------------------------------------------------
4.b.11...............    In-Flight engine restart (procedures
                       only).
------------------------------------------------------------------------
4.b.13...............    Specific flight characteristics.
------------------------------------------------------------------------
4.b.14...............    Response to loss of flight control
                       power.
------------------------------------------------------------------------
4.b.15...............    Response to other flight control
                       system failure modes.
------------------------------------------------------------------------
4.b.19...............    Operations during icing conditions.
------------------------------------------------------------------------
4.b.20...............     Effects of airframe/engine icing.
------------------------------------------------------------------------
4.c..................  Other flight phase:
------------------------------------------------------------------------
4.c.1................  Approach to stalls in the following
                        configurations:
------------------------------------------------------------------------
4.c.1.a..............    Cruise.
------------------------------------------------------------------------
4.c.1.b..............    Takeoff or approach.
------------------------------------------------------------------------
4.c.1.c..............    Landing.
------------------------------------------------------------------------

[[Page 63527]]

 
4.c.2................  High angle of attack maneuvers in the
                        following configurations:
------------------------------------------------------------------------
4.c.2.a..............    Cruise.
------------------------------------------------------------------------
4.c.2.b..............    Takeoff or approach.
------------------------------------------------------------------------
4.c.2.c..............    Landing.
------------------------------------------------------------------------
4.c.3................  Slow flight.
------------------------------------------------------------------------
4.c.4................  Holding.
------------------------------------------------------------------------
5.a.1................  Non-precision Instrument Approaches:
------------------------------------------------------------------------
5.a.1.a.1............    With use of autopilot and
                       autothrottle, as applicable.
------------------------------------------------------------------------
5.a.1.a.2............    Without use of autopilot and
                       autothrottle, as applicable.
------------------------------------------------------------------------
5.a.1.b.1............    With 10 knot tail wind.
------------------------------------------------------------------------
5.a.1.b.2............    With 10 knot crosswind.
------------------------------------------------------------------------
5.a.2................  Precision Instrument Approaches:
------------------------------------------------------------------------
5.a.2.a.1............    With use of autopilot, autothrottle,
                       and autoland, as applicable.
------------------------------------------------------------------------
5.a.2.a.2............    Without use of autopilot,
                       autothrottle, and autoland, as
                       applicable.
------------------------------------------------------------------------
5.a.2.b.1............    With 10 knot tail wind.
------------------------------------------------------------------------
5.a.2.b.2............    With 10 knot crosswind.
------------------------------------------------------------------------
6. Missed Approach
------------------------------------------------------------------------
6.a..................  Manually controlled.
------------------------------------------------------------------------
6.b..................  Automatically controlled (if
                        applicable).
------------------------------------------------------------------------
7. Any Flight Phase, as appropriate
------------------------------------------------------------------------
7.a..................  Normal system operation (installed
                        systems).
------------------------------------------------------------------------
7.b..................  Abnormal/Emergency system operation
                        (installed systems).
------------------------------------------------------------------------
7.c..................  Flap operation.
------------------------------------------------------------------------
7.d..................  Landing gear operation.
------------------------------------------------------------------------
7.e..................  Engine Shutdown and Parking.
------------------------------------------------------------------------
7.e.1................    Systems operation.
------------------------------------------------------------------------
7.e.2................    Parking brake operation.
------------------------------------------------------------------------
8. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
                       Functions in this section are subject
                        to evaluation only if appropriate for
                        the airplane and/or installed on the
                        specific FTD involved.
8.a..................  Power Switch(es).
------------------------------------------------------------------------
8.b..................  Airplane conditions.
------------------------------------------------------------------------
8.b.1................    Gross weight, center of gravity, and
                       fuel loading and allocation.
------------------------------------------------------------------------
8.b.2................    Airplane systems status.
------------------------------------------------------------------------
8.b.3................    Ground crew functions (e.g., external
                       power, push back).
------------------------------------------------------------------------
8.c..................  Airports.
------------------------------------------------------------------------
8.c.1................    Selection.
------------------------------------------------------------------------

[[Page 63528]]

 
8.c.2................    Runway selection.
------------------------------------------------------------------------
8.c.3................    Preset positions (e.g., ramp, over
                       FAF).
------------------------------------------------------------------------
8.d..................  Environmental controls.
------------------------------------------------------------------------
8.d.1................    Temperature.
------------------------------------------------------------------------
8.d.2................    Climate conditions (e.g., ice, rain).
------------------------------------------------------------------------
8.d.3................    Wind speed and direction.
------------------------------------------------------------------------
8.e..................  Airplane system malfunctions.
------------------------------------------------------------------------
8.e.1................    Insertion/deletion.
------------------------------------------------------------------------
8.e.2................    Problem clear.
------------------------------------------------------------------------
8.f..................  Locks, Freezes, and Repositioning.
------------------------------------------------------------------------
8.f.1................    Problem (all) freeze/release.
------------------------------------------------------------------------
8.f.2................    Position (geographic) freeze/release.
------------------------------------------------------------------------
8.f.3................    Repositioning (locations, freezes,
                       and releases).
------------------------------------------------------------------------
8.f.4................    Ground speed control.
------------------------------------------------------------------------
8.f.5................    Remote IOS, if installed.
------------------------------------------------------------------------
9. Sound Controls. On/off/adjustment
------------------------------------------------------------------------
10. Control Loading System (as applicable) On/off/emergency
 stop
------------------------------------------------------------------------
11. Observer Stations
------------------------------------------------------------------------
11.a.................  Position.
------------------------------------------------------------------------
11.b.................  Adjustments.
------------------------------------------------------------------------

End QPS Requirements

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

     Table B3B.--Table of Functions and Subjective Tests--Level 5 FTD
------------------------------------------------------------------------
                        <<< QPS Requirements >>>
-------------------------------------------------------------------------
                No.                           Operations tasks
------------------------------------------------------------------------
                                    Tasks in this table are subject to
                                     evaluation if appropriate for the
                                     airplane system or systems
                                     simulated as indicated in the SOQ
                                     Configuration List as defined in
                                     appendix B, Attachment 2 of this
                                     part.
------------------------------------------------------------------------
1. Preflight
------------------------------------------------------------------------
                                    Accomplish a functions check of all
                                     installed switches, indicators,
                                     systems, and equipment at all
                                     crewmembers' and instructors'
                                     stations, and determine that the
                                     cockpit (or flight deck area)
                                     design and functions replicate the
                                     appropriate airplane.
------------------------------------------------------------------------
2. Surface Operations (pre-takeoff)
------------------------------------------------------------------------
2.a...............................  Engine start (if installed):
2.a.1.............................    Normal start.
2.a.2.............................    Alternative procedures start.
2.a.3.............................    Abnormal/Emergency procedures
                                    start / shut down.
------------------------------------------------------------------------
3. In-Flight Operations
------------------------------------------------------------------------
3.a...............................  Normal climb.

[[Page 63529]]

 
3.b...............................  Cruise:
3.b.1.............................    Performance characteristics (speed
                                    vs. power).
3.b.2.............................    Normal turns.
3.c...............................  Normal descent.
------------------------------------------------------------------------
4. Approaches
------------------------------------------------------------------------
4.a...............................  Coupled instrument approach
                                     maneuvers (as applicable for the
                                     systems installed).
------------------------------------------------------------------------
5. Any Flight Phase
------------------------------------------------------------------------
5.a...............................  Normal system operation (Installed
                                     systems).
5.b...............................  Abnormal/Emergency system operation
                                     (installed systems).
5.c...............................  Flap operation.
5.d...............................  Landing gear operation.
5.e...............................  Engine Shutdown and Parking (if
                                     installed).
5.e.1.............................    Systems operation.
5.e.2.............................    Parking brake operation.
------------------------------------------------------------------------
6. Instructor Operating Station (IOS)
------------------------------------------------------------------------
6.a...............................  Power Switch(es).
6.b...............................  Preset positions--ground, air.
6.c...............................  Airplane system malfunctions
                                     (Installed systems).
6.c.1.............................    Insertion/deletion.
6.c.2.............................    Problem clear.
------------------------------------------------------------------------


    Table B3C.--Table of Functions and Subjective Tests--Level 4 FTD
------------------------------------------------------------------------
                        <<< QPS Requirements >>>
-------------------------------------------------------------------------
                No.                           Operations tasks
------------------------------------------------------------------------
                                    Tasks in this table are subject to
                                     evaluation if appropriate for the
                                     airplane system or systems
                                     simulated as indicated in the SOQ
                                     Configuration List as defined in
                                     appendix B, Attachment 2 of this
                                     part.
------------------------------------------------------------------------
1.................................  Level 4 FTDs are required to have at
                                     least one system. However, the NSP
                                     will accomplish a functions check
                                     of all installed systems, switches,
                                     indicators, and equipment at all
                                     crewmembers' and instructors'
                                     stations, and determine that the
                                     cockpit (or flight deck area)
                                     design and functions replicate the
                                     appropriate airplane.
------------------------------------------------------------------------

Attachment 4 to Appendix B to Part 60--Sample Documents

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

Begin Information

Table of Contents

Title of Sample

Figure B4A--Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure B4B--Attachment: FSTD Information Form
Figure B4C--Sample Qualification Test Guide Cover Page
Figure B4D--Sample Statement of Qualification--Certificate
Figure B4E--Sample Statement of Qualification--Configuration List
Figure B4F--Sample Statement of Qualification--List of Qualified 
Tasks
Figure B4G--Sample Continuing Qualification Evaluation Requirements 
Page
Figure B4H--Sample MQTG Index of Effective FSTD Directives
BILLING CODE 491073-P

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BILLING CODE 491073-C

Appendix C to Part 60--Qualification Performance Standards for 
Helicopter Full Flight Simulators

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

Begin Information

    This appendix establishes the standards for Helicopter Full 
Flight Simulator (FFS) evaluation and qualification. The Flight 
Standards Service, National Simulator Program Manager (NSPM), is 
responsible for the development, application, and implementation of 
the standards contained within this appendix. The procedures and 
criteria specified in this appendix will be used by the NSPM, or a 
person assigned by the NSPM, when conducting helicopter FFS 
evaluations.

Table of Contents

    1. Introduction.
    2. Applicability (Sec.  60.1) and (Sec.  60.2).
    3. Definitions (Sec.  60.3).
    4. Qualification Performance Standards (Sec.  60.4).
    5. Quality Management System (Sec.  60.5).
    6. Sponsor Qualification Requirements (Sec.  60.7).
    7. Additional Responsibilities of the Sponsor (Sec.  60.9).
    8. FSTD Use (Sec.  60.11).
    9. Simulator Objective Data Requirements (Sec.  60.13).
    10. Special Equipment and Personnel Requirements for 
Qualification of the Simulator (Sec.  60.14).
    11. Initial (and Upgrade) Qualification Requirements (Sec.  
60.15).
    12. Additional Qualifications for a Currently Qualified 
Simulator (Sec.  60.16).
    13. Previously Qualified Simulators (Sec.  60.17).
    14. Inspection, Continuing Qualification Evaluation, and 
Maintenance Requirements (Sec.  60.19).
    15. Logging Simulator Discrepancies (Sec.  60.20).
    16. Interim Qualification of Simulators for New Helicopter Types 
or Models (Sec.  60.21).
    17. Modifications to Simulators (Sec.  60.23).
    18. Operations with Missing, Malfunctioning, or Inoperative 
Components (Sec.  60.25).
    19. Automatic Loss of Qualification and Procedures for 
Restoration of Qualification (Sec.  60.27).
    20. Other Losses of Qualification and Procedures for Restoration 
of Qualification (Sec.  60.29).
    21. Record Keeping and Reporting (Sec.  60.31).
    22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33).
    23. [Reserved]
    24. [Reserved]
    25. FSTD Qualification on the Basis of a Bilateral Aviation 
Safety Agreement (BASA) (Sec.  60.37).
    Attachment 1 to Appendix C to Part 60--General Simulator 
Requirements.
    Attachment 2 to Appendix C to Part 60--Simulator Objective 
Tests.
    Attachment 3 to Appendix C to Part 60--Simulator Subjective 
Evaluation.
    Attachment 4 to Appendix C to Part 60--Sample Documents.

End Information

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1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Related Reading References.
     (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.

[[Page 63542]]

    (9) 14 CFR part 142.
    (10) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (11) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (12) AC 150/5300-13, Airport Design.
    (13) AC 150/5340-1G, Standards for Airport Markings.
    (14) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (15) AC 150/5340-19, Taxiway Centerline Lighting System.
    (16) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (17) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (18) AC 150/5390-2B, Heliport Design.
    (19) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (20) AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    (21) AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    (22) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (23) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (24) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (25) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the internet at http://www.faa.gov/atpubs.

End Information

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2. Applicability (Sec. Sec.  60.1 & 60.2)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.1, Applicability, or to Sec.  60.2, 
Applicability of sponsor rules to person who are not sponsors and 
who are engaged in certain unauthorized activities.

End Information

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3. Definitions (Sec.  60.3)

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

Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.4, Qualification Performance Standards.

End Information

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5. Quality Management System (Sec.  60.5)

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

Begin Information

    See appendix E for additional regulatory and informational 
material regarding Quality Management Systems.

End Information

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

6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FFS, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the helicopter simulated 
during the 12-month period described. The identification of the 
specific FFS may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FFS at least once during the prescribed period. There is no minimum 
number of hours or minimum FFS periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own 
use, in its own facility or elsewhere--this single FFS forms the 
basis for the sponsorship. The sponsor uses that FFS at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the helicopter simulated. This 12-month period 
is established according to the following schedule:
    (i) If the FFS was qualified prior to October 30, 2007 the 12-
month period begins on the date of the first continuing 
qualification evaluation conducted in accordance with Sec.  60.19 
after October 30, 2007 and continues for each subsequent 12-month 
period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its 
facility or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec.  
60.7(d)(1));
     OR

    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
helicopter simulated (as described in Sec.  60.7(d)(1)). This 12-
month period is established in the same manner as in example one.
     OR
    (iii) Provided a statement each year from a qualified pilot 
(after having flown the helicopter, not the subject FFS or another 
FFS, during the preceding 12-month period) stating that the subject 
FFS's performance and handling qualities represent the helicopter 
(as described in Sec.  60.7(d)(2)). This statement is provided at 
least once in each 12-month period established in the same manner as 
in example one.
    (b) There is no minimum number of hours of FFS use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, record keeping, QMS program).
    (c) All of the FFSs in the Chicago and Moscow centers could be 
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FFSs in the Chicago and 
Moscow centers) because --
    (i) Each FFS in the Chicago center and each FFS in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the helicopter (as described in Sec.  
60.7(d)(1));

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

End Information

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7. Additional Responsibilities of the Sponsor (Sec.  60.9)

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

Begin Information

    The phrase ``as soon as practicable'' in Sec.  60.9(a) means 
without unnecessarily disrupting or delaying beyond a reasonable 
time the training, evaluation, or experience being conducted in the 
FSTD.

End Information

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[[Page 63543]]

8. FSTD Use (Sec.  60.11)

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

Begin Information

    There is no additional regulatory or informational material that 
applies to Sec.  60.11, FSTD Use.

End Information

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9. Simulator Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

    a. Flight test data used to validate FFS performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center 
of gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table C2D.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) in a format that supports the FFS validation process;
    (2) in a manner that is clearly readable and annotated correctly 
and completely;
    (3) with resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table C2A of this appendix.
    (4) with any necessary instructions or other details provided, 
such as yaw damper or throttle position; and
    (5) without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FFS at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
are those data that are used to validate the performance, handling 
qualities, or other characteristics of the aircraft, including data 
related to any relevant changes occurring after the type certificate 
was issued. This notification must be made within 10 working days.

End QPS Requirements

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

Begin Information

    e. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person having supplied the aircraft data package for the 
FFS in order to facilitate the notification required by Sec.  
60.13(f).
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (a validation data 
roadmap) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify 
sources of data for all required tests, a description of the 
validity of these data for a specific engine type and thrust rating 
configuration, and the revision levels of all avionics affecting the 
performance or flying qualities of the aircraft. Additionally, this 
document should provide other information, such as the rationale or 
explanation for cases where data or data parameters are missing, 
instances where engineering simulation data are used or where flight 
test methods require further explanations. It should also provide a 
brief narrative describing the cause and effect of any deviation 
from data requirements. The aircraft manufacturer may provide this 
document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FFS evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FFS, and discuss the 
flight test plan anticipated for acquiring such data with the NSPM 
well in advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu 
of a time-history result, Attachment 2 requires the sponsor or other 
data provider to ensure that a steady state condition exists at the 
instant of time captured by the ``snapshot.'' This is often verified 
by showing that a steady state condition existed from some period of 
time during which the snapshot is taken. The time period most 
frequently used is 5 seconds prior through 2 seconds following the 
instant of time captured by the snapshot. This paragraph is 
primarily addressing the source data and the method by which the 
data provider ensures that the steady state condition for the 
snapshot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or 
not to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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10. Special Equipment and Personnel Requirements for Qualification of 
the Simulator (Sec.  60.14)

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

Begin Information

    a. In the event that the NSPM determines that special equipment 
or specifically qualified persons will be required to conduct an 
evaluation, the NSPM will make every attempt to notify the sponsor 
at least one (1) week, but in no case less than 72 hours, in advance 
of the evaluation. Examples of special equipment include spot 
photometers, flight control measurement devices, and sound 
analyzers. Examples of specially qualified personnel include 
individuals specifically qualified to install or use any special 
equipment when its use is required.
    b. Examples of a special evaluation include an evaluation 
conducted after an FFS is moved, at the request of the TPAA, or as a 
result of comments received from FFS that raise questions regarding 
the continued qualification or use of the FFS.

End Information

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11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)

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

Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2; and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, 
that includes all of the following:
    (i) Objective data obtained from aircraft testing or another 
approved source.

[[Page 63544]]

    (ii) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the applicable QPS.
    (iii) The result of FFS subjective tests prescribed in the 
applicable QPS.
    (iv) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator 
objective tests in Attachment 2, Table C2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of 
automatic and manual tests;
    (3) A means of comparing the FFS test results to the objective 
data;
    (4) Any other information as necessary, to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure C4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation schedule requirements 
page. This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure C4G, 
for a sample Continuing Qualification Evaluation Requirements page.
    (3) An FFS information page that provides the information listed 
in this paragraph (see Attachment 4, Figure C4B, for a sample FFS 
information page). For convertible FFSs, the sponsor must submit a 
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The FFS model and manufacturer.
    (h) The date of FFS manufacture.
    (i) The FFS computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FFS to comply with the 
requirements. SOCs must also provide a rationale explaining how the 
referenced material is used, the mathematical equations and 
parameter values used, and the conclusions reached. Refer to the 
``Additional Details'' column in Attachment 1, Table C1A, 
``Simulator Standards,'' or in the ``Test Details'' column in 
Attachment 2, Table C2A, ``Simulator Objective Tests,'' to see when 
SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in Attachment 2, Table C2A, as applicable to the 
qualification level sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FFS objective test results.
    (g) List of all relevant parameters driven or constrained during 
the automatically conducted test(s).
    (h) List of all relevant parameters driven or constrained during 
the manually conducted test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate 
binder, a cross reference for the identification and page number for 
pertinent data location must be provided).
    (l) Simulator Objective Test Results as obtained by the sponsor. 
Each test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FFS is addressed as a separate FFS for each 
model and series helicopter to which it will be converted and for 
the FAA qualification level sought. If a sponsor seeks qualification 
for two or more models of a helicopter type using a convertible FFS, 
the sponsor must submit a QTG for each helicopter model, or a 
supplemented QTG for each helicopter model. The NSPM will conduct 
evaluations for each helicopter model.
    g. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
helicopter parameters as opposed to computer software 
identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table C2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FFS test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between the FFS and the helicopter with respect to time. Time 
histories recorded via a line printer are to be clearly identified 
for cross plotting on the helicopter data. Over-plots must not 
obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FFS 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FFS is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS 
location.
    j. All FFSs for which the initial qualification is conducted 
after October 30, 2013 must have an electronic MQTG (eMQTG) 
including all objective data obtained from helicopter testing, or 
another approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FFS (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FFS performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by October 30, 2013. A copy of the eMQTG 
must be provided to the NSPM. This may be provided by an electronic 
scan presented in a Portable Document File (PDF), or similar format 
acceptable to the NSPM.

End QPS Requirements

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

Begin Information

    l. Only those FFSs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other 
FFS evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    m. The NSPM will conduct an evaluation for each configuration, 
and each FFS must be

[[Page 63545]]

evaluated as completely as possible. To ensure a thorough and 
uniform evaluation, each FFS is subjected to the general simulator 
requirements in Attachment 1, the objective tests listed in 
Attachment 2, and the subjective tests listed in Attachment 3 of 
this appendix. The evaluations described herein will include, but 
not necessarily be limited to the following:
    (1) Helicopter responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
helicopter's operating envelope, to include tasks evaluated by the 
NSPM in the areas of surface operations, takeoff, climb, cruise, 
descent, approach, and landing as well as abnormal and emergency 
operations (see Attachment 2 of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Helicopter systems and sub-systems (as appropriate) as 
compared to the helicopter simulated (see Attachment 1 and 
Attachment 3 of this appendix);
    (7) FFS systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    n. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FFS by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FFS performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a 
typical utilization period;
    (b) Determining that the FFS satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FFS controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    o. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FFS validation and are not to be confused with design 
tolerances specified for FFS manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    p. In addition to the scheduled continuing qualification 
evaluation, each FFS is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FFS for the conduct of objective and 
subjective tests and an examination of functions) if the FFS is not 
being used for flight crewmember training, testing, or checking. 
However, if the FFS were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FFS evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FFS along with the student(s) and observing the operation 
of the FFS during the training, testing, or checking activities.
    q. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the level requested but do support a lower level, the 
NSPM may qualify the FFS at that lower level. For example, if a 
Level D evaluation is requested and the FFS fails to meet sound test 
tolerances, it could be qualified at Level C.
    r. After an FFS is successfully evaluated, the NSPM issues a 
statement of qualification (SOQ) to the sponsor. The NSPM recommends 
the FFS to the TPAA, who will approve the FFS for use in a flight 
training program. The SOQ will be issued at the satisfactory 
conclusion of the initial or continuing qualification. However, it 
is the sponsor's responsibility to obtain TPAA approval prior to 
using the FSTD in an FAA-approved flight training program.
    s. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure C4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    t. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FFS Objective Tests, Table C2A.
    u. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    v. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

End Information

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

12. Additional Qualifications for a Currently Qualified Simulator 
(Sec.  60.16)

    There is no additional regulatory or informational material that 
applies to Sec.  60.16, Additional Qualifications for a Currently 
Qualified FFS.

13. Previously Qualified Simulators (Sec.  60.17)

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove a FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. Simulators qualified prior to October 30, 2007, are not 
required to meet the general simulation requirements, the objective 
test requirements, and the subjective test requirements of 
attachments 1, 2, and 3, respectively, of this appendix.
    c. [Reserved]

End QPS Requirements

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

Begin Information

    d. Other certificate holders or persons desiring to use an FFS 
may contract with FFS sponsors to use FFSs previously qualified at a 
particular level for a helicopter type and approved for use within 
an FAA-approved flight training program. Such FFSs are not required 
to undergo an additional qualification process, except as described 
in Sec.  60.16.
    e. Each FFS user must obtain approval from the appropriate TPAA 
to use any FFS in an FAA-approved flight training program.
    f. The intent of the requirement listed in Sec.  60.17(b), for 
each FFS to have a Statement of Qualification within 6 years, is to 
have the availability of that statement (including the configuration 
list and the limitations to authorizations) to provide a complete 
picture of the FFS inventory regulated by the FAA.

[[Page 63546]]

The issuance of the statement will not require any additional 
evaluation or require any adjustment to the evaluation basis for the 
FFS.
    g. Downgrading of an FFS is a permanent change in qualification 
level and will necessitate the issuance of a revised Statement of 
Qualification to reflect the revised qualification level, as 
appropriate. If a temporary restriction is placed on an FFS because 
of a missing, malfunctioning, or inoperative component or on-going 
repairs, the restriction is not a permanent change in qualification 
level. Instead, the restriction is temporary and is removed when the 
reason for the restriction has been resolved.
    h. It is not the intent of the NSPM to discourage the 
improvement of existing simulation (e.g., the ``updating'' of a 
visual system to a newer model, or the replacement of the IOS with a 
more capable unit) by requiring the ``updated'' device to meet the 
qualification standards current at the time of the update. Depending 
on the extent of the update, the NSPM may require that the updated 
device be evaluated and may require that an evaluation include all 
or a portion of the elements of an initial evaluation. However, the 
standards against which the device would be evaluated are those that 
are found in the MQTG for that device.
    i. The NSPM will determine the evaluation criteria for an FSTD 
that has been removed from active status. The criteria will be based 
on the number of continuing qualification evaluations and quarterly 
inspections missed during the period of inactivity. For example, if 
the FFS were out of service for a 1 year period, it would be 
necessary to complete the entire QTG, since all of the quarterly 
evaluations would have been missed. The NSPM will also consider how 
the FFS was stored, whether parts were removed from the FFS and 
whether the FFS was disassembled.
    j. The FFS will normally be requalified using the FAA-approved 
MQTG and the criteria that was in effect prior to its removal from 
qualification. However, inactive periods of 2 years or more will 
require requalification under the standards in effect and current at 
the time of requalification.

End Information

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

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

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

Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection must be developed by the sponsor and must 
be acceptable to the NSPM.
    b. The description of the functional preflight inspection must 
be contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log 
book or other acceptable location, including any item found to be 
missing, malfunctioning, or inoperative.

End QPS Requirements

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

Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec.  60.19(a)(1) should include a balance 
and a mix from the objective test requirement areas listed as 
follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FFS systems.
    e. If the NSP evaluator plans to accomplish specific tests 
during a normal continuing qualification evaluation that requires 
the use of special equipment or technicians, the sponsor will be 
notified as far in advance of the evaluation as practical; but not 
less than 72 hours. Examples of such tests include latencies, 
control dynamics, sounds and vibrations, motion, and/or some visual 
system tests.
    f. The continuing qualification evaluations, described in Sec.  
60.19(b), will normally require 4 hours of FFS time. However, 
flexibility is necessary to address abnormal situations or 
situations involving aircraft with additional levels of complexity 
(e.g., computer controlled aircraft). The sponsor should anticipate 
that some tests may require additional time. The continuing 
qualification evaluations will consist of the following:
    (1) Review of the results of the quarterly inspections conducted 
by the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from 
the MQTG that provide an adequate opportunity to evaluate the 
performance of the FFS. The tests chosen will be performed either 
automatically or manually and should be able to be conducted within 
approximately one-third (1/3) of the allotted FFS time.
    (3) A subjective evaluation of the FFS to perform a 
representative sampling of the tasks set out in attachment 3 of this 
appendix. This portion of the evaluation should take approximately 
two-thirds (2/3) of the allotted FFS time.
    (4) An examination of the functions of the FFS may include the 
motion system, visual system, sound system, instructor operating 
station, and the normal functions and simulated malfunctions of the 
simulated helicopter systems. This examination is normally 
accomplished simultaneously with the subjective evaluation 
requirements.
    g. The requirement established in Sec.  60.19(b)(4) regarding 
the frequency of NSPM-conducted continuing qualification evaluations 
for each FFS is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 
12-month intervals.

End Information

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

15. Logging Simulator Discrepancies (Sec.  60.20)

    There is no additional regulatory or informational material that 
applies to Sec.  60.20. Logging FFS Discrepancies.

16. Interim Qualification of Simulators for New Helicopter Types or 
Models (Sec.  60.21)

    There is no additional regulatory or informational material that 
applies to Sec.  60.21, Interim Qualification of FFSs for New 
Helicopter Types or Models.

17. Modifications to Simulators (Sec.  60.23)

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

Begin QPS Requirements

    a. The notification described in Sec.  60.23(c)(2) must include 
a complete description of the planned modification, with a 
description of the operational and engineering effect the proposed 
modification will have on the operation of the FFS and the results 
that are expected with the modification incorporated.
    b. Prior to using the modified FFS:
    (1) All the applicable objective tests completed with the 
modification incorporated, including any necessary updates to the 
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to 
the NSPM; and
    (2) The sponsor must provide the NSPM with a statement signed by 
the MR that the factors listed in Sec.  60.15(b) are addressed by 
the appropriate personnel as described in that section.

End QPS Requirements

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

Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 for a sample index of effective FSTD Directives.

End Information

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

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

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FFS, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. If the 29th or 30th day of the 30-day period described in 
Sec.  60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA 
will extend the deadline until the next business day.
    c. In accordance with the authorization described in Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FFS. Repairs having a larger impact on FFS capability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

[[Page 63547]]

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

    a. FSTD modifications can include hardware or software changes. 
For FSTD modifications involving software programming changes, the 
record required by Sec.  60.31(a)(2) must consist of the name of the 
aircraft system software, aerodynamic model, or engine model change, 
the date of the change, a summary of the change, and the reason for 
the change.
    b. If a coded form for record keeping is used, it must provide 
for the preservation and retrieval of information with appropriate 
security or controls to prevent the inappropriate alteration of such 
records after the fact.

End QPS Requirements

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

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

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.33, Applications, Logbooks, Reports, 
and Records: Fraud, Falsification, or Incorrect Statements.

23. [Reserved]

24. [Reserved]

25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37)

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.37, FSTD Qualification on the Basis 
of a Bilateral Aviation Safety Agreement (BASA).

Attachment 1 to Appendix C to Part 60--General Simulator Requirements

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

Begin QPS Requirements

1. Requirements.

    a. Certain requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC), which 
may include objective and subjective tests. The SOC will confirm 
that the requirement was satisfied, and describe how the requirement 
was met, such as gear modeling approach or coefficient of friction 
sources. The requirements for SOCs and tests are indicated in the 
``General Simulator Requirements'' column in Table C1A of this 
appendix.
    b. Table C1A describes the requirements for the indicated level 
of FFS. Many devices include operational systems or functions that 
exceed the requirements outlined in this section. However, all 
systems will be tested and evaluated in accordance with this 
appendix to ensure proper operation.

End QPS Requirements

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

Begin Information

2. Discussion.

    a. This attachment describes the general simulator requirements 
for qualifying a helicopter FFS. The sponsor should also consult the 
objective tests in Attachment 2 and the examination of functions and 
subjective tests listed in Attachment 3 to determine the complete 
requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General cockpit configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table C1A provides the standards for the General Simulator 
Requirements.

End Information

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

                                   Table C1A.-- Minimum Simulator Requirements
----------------------------------------------------------------------------------------------------------------
                  QPS requirements                         Simulator levels
---------------------------------------------------------------------------------       Information  Notes
      No.           General simulator requirements      A      B      C      D
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
1.a............  The simulator must have a cockpit    .....     X      X      X   For simulator purposes, the
                  that is a replica of the                                         cockpit consists of all that
                  helicopter simulated with                                        space forward of a cross
                  controls, equipment, observable                                  section of the fuselage at
                  cockpit indicators, circuit                                      the most extreme aft setting
                  breakers, and bulkheads properly                                 of the pilots' seats
                  located, functionally accurate and                               including addiitonal,
                  replicating the helicopter. The                                  required flight crewmember
                  direction of movement of controls                                duty stations and those
                  and switches must be identical to                                required bulkheads aft of the
                  that in the helicopter. Pilot                                    pilot seats. For
                  seats must afford the capability                                 clarification, bulkheads
                  for the occupant to be able to                                   containing only items such as
                  achieve the design ``eye                                         landing gear pin storage
                  position'' established for the                                   compartments, fire axes or
                  helicopter being simulated.                                      extinguishers, spare light
                  Equipment for the operation of the                               bulbs, aircraft documents
                  cockpit windows must be included,                                pouches etc., are not
                  but the actual windows need not be                               considered essential and may
                  operable. Fire axes,                                             be omitted.
                  extinguishers, spare light bulbs,
                  etc., must be available in the FFS
                  but may be relocated to a suitable
                  location as near as practical to
                  the original position. Fire axes,
                  landing gear pins, and any similar
                  purpose instruments need only be
                  represented in silhouette.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
1.b............  Those circuit breakers that affect   .....     X      X      X
                  procedures and/or result in
                  observable cockpit indications
                  must be properly located and
                  functionally accurate.

[[Page 63548]]

 
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2. Programming
----------------------------------------------------------------------------------------------------------------
2.a............  A flight dynamics model that         .....     X      X      X
                  accounts for various combinations
                  of drag and thrust normally
                  encountered in flight must
                  correspond to actual flight
                  conditions, including the effect
                  of change in helicopter attitude,
                  thrust, drag, altitude,
                  temperature, gross weight, moments
                  of inertia, center of gravity
                  location, and configuration.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.b............  The simulator must have the          .....     X      X      X
                  computer capacity, accuracy,
                  resolution, and dynamic response
                  needed to meet the qualification
                  level sought.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c............  Ground handling and aerodynamic
                  programming must include the
                  following:
----------------------------------------------------------------------------------------------------------------
2.c.1..........  Ground effect......................  .....     X      X      X   Applicable areas include flare
                                                                                   and touchdown from a running
                                                                                   landing as well as for in-
                                                                                   ground-effect (IGE) hover. A
                                                                                   reasonable simulation of
                                                                                   ground effect includes
                                                                                   modeling of lift, drag,
                                                                                   pitching moment, trim, and
                                                                                   power while in ground effect.
                 Level B does not require hover
                  programming.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c.2..........  Ground reaction....................  .....     X      X      X   Reaction of the helicopter
                                                                                   upon contact with the landing
                                                                                   surface during landing,
                                                                                   (e.g., strut deflection, tire
                                                                                   or skid friction, side
                                                                                   forces) and may differ with
                                                                                   changes in gross weight,
                                                                                   airspeed, rate of descent on
                                                                                   touchdown, and slide slip.
                 Level B does not require hover
                  programming.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.c.3..........  Ground handling characteristics.     .....     X      X      X
                  Control inputs required during
                  operations in crosswind, during
                  braking and deceleration, and for
                  turning radius.
----------------------------------------------------------------------------------------------------------------
2.d............  The simulator must provide for       .....  .....     X      X   This may include an automated
                  manual and automatic testing of                                  system, which could be used
                  simulator hardware and software                                  for conducting at least a
                  programming to determine                                         portion of the QTG tests.
                  compliance with simulator                                        Automatic ``flagging'' of out-
                  objective tests as prescribed in                                 of-tolerance situations is
                  Attachment 2.                                                    encouraged.
                 An SOC is required.................
----------------------------------------------------------------------------------------------------------------
2.e............  Relative responses of the motion     .....  .....  .....  .....  The intent is to verify that
                  system, visual system, and cockpit                               the simulator provides
                  instruments, measured by latency                                 instrument, motion, and
                  tests or transport delay tests.                                  visual cues that are like the
                  Motion onset should occur before                                 helicopter responses within
                  the start of the visual scene                                    the stated time delays. For
                  change (the start of the scan of                                 helicopter response,
                  the first video field containing                                 acceleration in the
                  different information) but must                                  appropriate corresponding
                  occur before the end of the scan                                 rotational axis is preferred.
                  of that video field. Instrument
                  response may not occur prior to
                  motion onset. Test results must be
                  within the following limits:
----------------------------------------------------------------------------------------------------------------
2.e.1..........  Response must be within 150          .....     X
                  milliseconds of the helicopter
                  response.
                 Objective Tests are required. See
                  Attachment 2 for Transport Delay
                  and Latency Tests.
----------------------------------------------------------------------------------------------------------------
2.e.2..........  Response must be within 100          .....  .....     X      X
                  milliseconds of the helicopter
                  response.
                 Objective Tests are required. See
                  Attachment 2 for Transport Delay
                  and Latency Tests.
----------------------------------------------------------------------------------------------------------------
2.f............  The simulator must accurately        .....  .....     X      X   ..............................
                  reproduce the following runway
                  conditions:
                 (1) Dry;

[[Page 63549]]

 
                 (2) Wet;
                 (3) Icy;
                 (4) Patchy Wet
                 (5) Patchy Icy
                 An SOC is required.
                 Objective tests are required for
                  dry, wet, and icy runway
                  conditions.
                 Subjective tests are required for
                  patchy wet, patchy icy, and wet on
                  rubber residue in touchdown zone
                  conditions.
----------------------------------------------------------------------------------------------------------------
2.g............  The simulator must simulate:         .....  .....     X      X   Simulator pitch, side loading,
                 (1) Brake and tire failure dynamics                               and directional control
                  (including antiskid failure)..                                   characteristics should be
                 (2) Decreased brake efficiency due                                representative of the
                  to high brake temperatures, if                                   helicopter.
                  applicable..
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
2.h............  The modeling in the simulator must   .....  .....     X      X   See Attachment 2 for further
                  include:                                                         information on ground effect.
                 (1) Ground effect,.................
                 (2) Effects of airframe icing (if
                  applicable),.
                 (3) Aerodynamic interference
                  effects between the rotor wake and
                  fuselage,.
                 (4) Influence of the rotor on
                  control and stabilization systems,
                  and.
                 (5) Representations of
                  nonlinearities due to sideslip..
                 An SOC is required and must include
                  references to computations of
                  aeroelastic representations and of
                  nonlinearities due to sideslip.
                 An SOC and a demonstration of icing
                  effects (if applicable) are
                  required.
----------------------------------------------------------------------------------------------------------------
2.i............  The simulator must provide for       .....     X      X      X
                  realistic mass properties,
                  including gross weight, center of
                  gravity, and moments of inertia as
                  a function of payload and fuel
                  loading.
                 An SOC is required and must include
                  a range of tabulated target values
                  to enable a subjective test of the
                  mass properties model to be
                  conducted from the instructor's
                  station.
----------------------------------------------------------------------------------------------------------------
3. Equipment Operation
----------------------------------------------------------------------------------------------------------------
3.a............  All relevant instrument indications  .....     X      X      X
                  involved in the simulation of the
                  helicopter must automatically
                  respond to control movement or
                  external disturbances to the
                  simulated helicopter; e.g.,
                  turbulence or windshear. Numerical
                  values must be presented in the
                  appropriate units.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.b............  Communications, navigation,          .....     X      X      X   See Attachment 3 for further
                  caution, and warning equipment                                   information regarding long-
                  must be installed and operate                                    range navigation equipment.
                  within the tolerances applicable
                  for the helicopter being simulated.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.c............  Simulated airplane systems must      .....     X      X      X
                  operate as the helicopter systems
                  would operate under normal,
                  abnormal, and emergency operating
                  conditions on the ground and in
                  flight.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
3.d............  The simulator must provide pilot     .....     X      X      X
                  controls with control forces and
                  control travel that correspond to
                  the simulated helicopter. The
                  simulator must also react in the
                  same manner as in the helicopter
                  under the same flight conditions.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
4. Instructor / Evaluator Facilities
----------------------------------------------------------------------------------------------------------------

[[Page 63550]]

 
4.a............  In addition to the flight            .....     X      X      X   The NSPM will consider
                  crewmember stations, the simulator                               alternatives to this standard
                  must have at least two suitable                                  for additional seats based on
                  seats for the instructor/check                                   unique cockpit
                  airman and FAA inspector. These                                  configurations.
                  seats must provide adequate vision
                  to the pilot's panel and forward
                  windows. All seats other than
                  flight crew seats need not
                  represent those found in the
                  helicopter but must be adequately
                  secured to the floor and equipped
                  with similar positive restraint
                  devices.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.b............  The simulator must have controls     .....     X      X      X
                  that enable the instructor/
                  evaluator to control all required
                  system variables and insert all
                  abnormal or emergency conditions
                  into the simulated helicopter
                  systems as described in the
                  sponsor's FAA-approved training
                  program, or as described in the
                  relevant operating manual as
                  appropriate.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.c............  The simulator must have instructor   .....     X      X      X
                  controls for environmental
                  conditions including wind speed
                  and direction.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
4.d............  The simulator must provide the       .....  .....     X      X   For example, another aircraft
                  instructor or evaluator the the                                  crossing the active runway
                  ability to present ground and air                                and converging airborne
                  hazards.                                                         traffic.
----------------------------------------------------------------------------------------------------------------
                 A subjective test is required.
5. Motion System
----------------------------------------------------------------------------------------------------------------
5.a............  The simulator must have motion       .....     X      X      X   For example, touchdown cues
                  (force) cues perceptible to the                                  should be a function of the
                  pilot that are representative of                                 rate of descent (RoD) of the
                  the motion in a helicopter.                                      simulated helicopter.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
5.b............  The simulator must have a motion     .....     X
                  (force cueing) system with a
                  minimum of three degrees of
                  freedom (at least pitch, roll, and
                  heave).
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.c............  The simulator must have a motion     .....  .....     X      X
                  (force cueing) system that
                  produces cues at least equivalent
                  to those of a six-degrees-of-
                  freedom, synergistic platform
                  motion system (i.e., pitch, roll,
                  yaw, heave, sway, and surge).
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.d............  The simulator must provide for the   .....     X      X      X
                  recording of the motion system
                  response time.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
5.e............  The simulator must provide motion    .....  .....  .....  .....
                  effects programming to include the
                  following:
                    (1) Runway rumble, oleo           .....     X      X      X
                     deflections, effects of ground
                     speed, uneven runway,
                     characteristics..
                 (2) Buffets due to transverse flow
                  effects..
                 (3) Buffet during extension and
                  retraction of landing gear..
                 (4) Buffet due to retreating blade
                  stall..
                 (5) Buffet due to settling with
                  power..
                 (6) Representative cues resulting
                  from touchdown..
                 (7) Rotor vibrations...............
                 A subjective test is required for
                  each.
                ------------------------------------------------------------------------------------------------
                    (8) Tire failure dynamics.......  .....  .....     X      X
                    (9) Engine malfunction and
                     engine damage..
                 (10) Airframe ground strike........
                 A subjective test is required for
                  each.
                ------------------------------------------------------------------------------------------------
                    (11) Motion vibrations that       .....  .....  .....     X   For air turbulence, general
                     result from atmospheric                                       purpose disturbance models
                     disturbances..                                                that approximate demonstrable
                                                                                   flight test data are
                                                                                   acceptable.

[[Page 63551]]

 
5.f............  The simulator must provide           .....  .....  .....     X   The simulator should be
                  characteristic motion vibrations                                 programmed and instrumented
                  that result from operation of the                                in such a manner that the
                  helicopter, (for example,                                        characteristic buffet modes
                  retreating blade stall, extended                                 can be measured and compared
                  landing gear, settling with power)                               to helicopter data.
                  in so far as vibration marks an
                  event or helicopter state, which
                  can be sensed in the cockpit.
                 A subjective test is required.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
6. Visual System
----------------------------------------------------------------------------------------------------------------
6.a............  The simulator must have a visual     .....     X      X      X
                  system providing an out-of-the-
                  cockpit view.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.b............  The simulator must provide a         .....     X
                  continuous minimum collimated
                  field of view of 75[deg]
                  horizontally and 30[deg]
                  vertically per pilot seat. Both
                  pilot seat visual systems must be
                  operable simultaneously.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.c............  The simulator must provide a         .....  .....     X   .....  Optimization of the visual
                  continuous minimum collimated                                    field of view may be
                  visual field of view of 150[deg]                                 considered with respect to
                  horizontally and 40[deg]                                         the specific helicopter
                  vertically per pilot seat. Both                                  cockpit cut-off angle.
                  pilot seat visual systems must be
                  operable simultaneously.
                  Horizontal field of view is
                  centered on the zero degree
                  azimuth line relative to the
                  aircraft fuselange.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.d............  The simulator must provide a         .....  .....  .....     X   Optimization of the visual
                  continuous minimum collimated                                    field of view may be
                  visual field of view of 180[deg]                                 considered with respect to
                  horizontally and 60[deg]                                         the specific airplane cockpit
                  vertically per pilot seat. Both                                  cut-off angle.
                  pilot seat visual systems must be
                  operable simultaneously.
                  Horizontal field of view is
                  centered on the zero degree
                  azimuth line relative to the
                  aircraft fuselage.
                 An SOC is required.
                 An objective test is required.
----------------------------------------------------------------------------------------------------------------
6.e............  The visual system must be free from  .....     X      X      X   Non-realistic cues might
                  optical discontinuities and                                      include image ``swimming''
                  artifacts that create non-                                       and image ``roll-off,'' that
                  realistic cues.                                                  may lead a pilot to make
                                                                                   incorrect assessments of
                                                                                   speed, acceleration and/or
                                                                                   situational awareness.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.f............  The simulator must have operational  .....     X      X      X
                  landing lights for night scenes.
                  Where used, dusk (or twilight)
                  scenes require operational landing
                  lights.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.g............  The simulator must have instructor   .....     X      X      X
                  controls for the following:
                 (1) Cloudbase......................
                 (2) Visibility in statute miles
                  (kilometers) and runway visual
                  range (RVR) in ft. (meters)..
                 (3) Airport or landing area
                  selection..
                 (4) Airport or landing area
                  lighting..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.h............  Each airport scene displayed must    .....     X      X      X
                  include the following:
                    1. Airport runways and taxiways.
                    2. Runway definition:...........
                      a. Runway surface and
                       markings..
                      b. Lighting for the runway in
                       use, including runway
                       threshold, edge, centerline,
                       touchdown zone, VASI (or
                       PAPI), and approach lighting
                       of appropriate colors, as
                       appropriate..
                      c. Taxiway lights.............
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------

[[Page 63552]]

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

[[Page 63553]]

 
6.m............  The simulator must have night and    .....  .....     X      X   Examples of general terrain
                  dusk (or twilight) visual scene                                  characteristics are fields,
                  capability, including general                                    roads, and bodies of water.
                  terrain characteristics and
                  significant landmarks, free from
                  apparent quantization.
                 Dusk (or twilight) scene must
                  enable identification of a visible
                  horizon and general terrain
                  characteristics..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.n............  The simulator must provide visual    .....  .....     X      X
                  cues necessary to assess rate of
                  change of height, height AGL, as
                  well as translational displacement
                  and rates during takeoff, low
                  altitude/low airspeed maneuvering,
                  hover, and landing.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.o............  The simulator must provide for       .....     X      X      X   Visual attitude vs. simulator
                  accurate portrayal of the visual                                 attitude is a comparison of
                  environment relating to the                                      pitch and roll of the horizon
                  simulator attitude.                                              as displayed in the visual
                                                                                   scene compared to the display
                                                                                   on the attitude indicator.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.p............  The simulator must provide for       .....  .....     X      X
                  quick confirmation of visual
                  system color, RVR, focus, and
                  intensity.
                 An SOC is required.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.q............  The simulator must provide a         .....  .....     X      X
                  minimum of three airport scenes
                  including the following:
                    1. Surfaces on runways,
                     taxiways, and ramps..
                    2. Lighting of approriate color
                     for all runways, including
                     runway threshold, edge,
                     centerline, VASI (or PAPI), and
                     approach lighting for the
                     runway in use..
                    3. Airport taxiway lighting.....
                    4. Ramps and buildings that
                     correspond to the sponsor's
                     Line Oriented scenarios, as
                     appropriate..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.r............  The simulator must be capable of     .....  .....     X      X
                  producing at least 10 levels of
                  occulting..
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.s............  The fog simulator must be able to    .....  .....     X      X
                  provide weather representations
                  including the following:
                    (1) Variable cloud density......
                    (2) Partial obscuration of
                     ground scenes; i.e., the effect
                     of a scattered to broken cloud
                     deck..
                    (3) Gradual breakout............
                    (4) Patchy fog..................
                    (5) The effect of fog on airport
                     lighting.
                 The weather representations must be
                  provided at and below an altitude
                  of 2,000 ft (610 m) height above
                  the airport and within a radius of
                  10 miles (16 km) from the airport.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.t............  Night Visual Scenes. The simulator   .....     X      X      X
                  must provide night visual scenes
                  with sufficient scene content to
                  recognize the airport, the
                  terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Night scenes, as a
                  minimum, must provide
                  presentations of sufficient
                  surfaces with appropriate textural
                  cues that include self-illuminated
                  objects such as road networks,
                  ramp lighting, and airport
                  signage, to conduct a visual
                  approach, a landing, and airport
                  movement (taxi). Scenes must
                  include a definable horizon and
                  typical terrain characteristics
                  such as fields, roads and bodies
                  of water and surfaces illuminated
                  by airplane landing lights.
----------------------------------------------------------------------------------------------------------------

[[Page 63554]]

 
6.u............  Dusk (Twilight) Visual Scenes. The   .....  .....     X      X
                  simulator must provide dusk (or
                  twilight) visual scenes with
                  sufficient scene content to
                  recognize the airport, the
                  terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Dusk (or twilight)
                  scenes, as a minimum, must provide
                  full color presentations of
                  reduced ambient intensity,
                  sufficient surfaces with
                  appropriate textural cues that
                  include self-illuminated objects
                  such as road networks, ramp
                  lighting and airport signage, to
                  conduct a visual approach, landing
                  and airport movement (taxi).
                  Scenes must include a definable
                  horizon and typical terrain
                  characteristics such as fields,
                  roads and bodies of water and
                  surfaces illuminated by
                  representative aircraft lighting
                  (e.g., landing lights). If
                  provided, directional horizon
                  lighting must have correct
                  orientation and be consistent with
                  surface shading effects. Total
                  scene content must be comparable
                  in detail to that produced by
                  10,000 visible textured surfaces
                  and 15,000 visible lights with
                  sufficient system capacity to
                  display 16 simultaneously moving
                  objects.
                 An SOC is required.
----------------------------------------------------------------------------------------------------------------
6.v............  Night, Dusk (Twilight), and          .....  .....  .....     X
                  Daylight Visual Scenes. The
                  simulator must have night, dusk
                  (twilight), and daylight visual
                  scenes with sufficient scene
                  content to recognize the airport,
                  the terrain, and major landmarks
                  around the airport. The scene
                  content must allow a pilot to
                  successfully accomplish a visual
                  landing. Any ambient lighting must
                  not ``washout'' the displayed
                  visual scene. Total scene content
                  must be comparable in detail to
                  that produced by 10,000 visible
                  textured surfaces and 6,000
                  visible lights with sufficient
                  system capacity to display 16
                  simultaneously moving objects. The
                  visual display must be free of
                  apparent quantization and other
                  distracting visual effects while
                  the simulator is in motion.
                 Note: These requirements are
                  applicable to any level of
                  simulator equipped with a daylight
                  visual system.
                 An SOC is required.
                 A subjective test is required.
                 Objective tests are required.
----------------------------------------------------------------------------------------------------------------
6.w............  The simulator must provide           .....  .....  .....     X   For example: short runways,
                  operational visual scenes that                                   landing approaches over
                  portray physical relationships                                   water, uphill or downhill
                  known to cause landing illusions                                 runways, rising terrain on
                  to pilots.                                                       the approach path, unique
                                                                                   topographic features.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.x............  The simulator must provide special   .....  .....  .....     X
                  weather representations of light,
                  medium, and heavy precipitation
                  near a thunderstorm on takeoff and
                  during approach and landing.
                  Representations need only be
                  presented at and below an altitude
                  of 2,000 ft. (610 m) above the
                  airport surface and within 10
                  miles (16 km) of the airport.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.y............  The simulator must present visual    .....  .....  .....     X   The NSPM will consider
                  scenes of wet and snow-covered                                   suitable alternative effects.
                  runways, including runway lighting
                  reflections for wet conditions,
                  partially obsecured lights for
                  snow conditions.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
6.z............  The simulator must present           .....  .....  .....     X
                  realistic color and directionality
                  of all airport lighting.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7. Sound System
----------------------------------------------------------------------------------------------------------------

[[Page 63555]]

 
7.a............  The simulator must provide cockpit   .....     X      X      X
                  sounds that result from pilot
                  actions that correspond to those
                  that occur in the helicopter.
----------------------------------------------------------------------------------------------------------------
7.b............  Volume control, if installed, must   .....     X      X      X
                  have an indication of the sound
                  level setting.
----------------------------------------------------------------------------------------------------------------
7.c............  The simulator must accurately        .....  .....     X      X
                  simulate the sound of
                  precipitation, windshield wipers,
                  and other significant helicopter
                  noises perceptible to the pilot
                  during normal and abnormal
                  operations, and include the sound
                  of a crash (when the simulator is
                  landed in an unusual attitude or
                  in excess of the structural gear
                  limitations); normal engine
                  sounds; and the sounds of gear
                  extension and retraction.
                 An SOC is required.
                 A subjective test is required.
----------------------------------------------------------------------------------------------------------------
7.d............  The simulator must provide           .....  .....  .....     X
                  realistic amplitude and frequency
                  of cockpit noises and sounds.
                  Simulator performance must be
                  recorded, compared to amplitude
                  and frequency of the same sounds
                  recorded in the helicopter, and
                  made a part of the QTG.
----------------------------------------------------------------------------------------------------------------

Attachment 2 to Appendix C to Part 60--Simulator Objective Tests

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

Begin Information

1. Discussion.

    (a) If relevant winds are present in the objective data, the 
wind vector (magnitude and direction) should be clearly noted as 
part of the data presentation, expressed in conventional 
terminology, and related to the runway being used for the test.
    (b) The NSPM will not evaluate any simulator unless the required 
SOC indicates that the motion system is designed and manufactured to 
safely operate within the simulator's maximum excursion, 
acceleration, and velocity capabilities (see Motion System in the 
following table).

End Information

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

Begin QPS Requirements

1. Test requirements.

    a. The ground and flight tests required for qualification are 
listed in Table of C2A, FFS Objective Tests. Computer generated 
simulator test results must be provided for each test except where 
an alternative test is specifically authorized by the NSPM. If a 
flight condition or operating condition is required for the test but 
does not apply to the helicopter being simulated or to the 
qualification level sought, it may be disregarded (e.g., an engine 
out missed approach for a single-engine helicopter, or a hover test 
for a Level B simulator). Each test result is compared against the 
validation data described in Sec.  60.13 and in this appendix. 
Although use of a driver program designed to automatically 
accomplish the tests is encouraged for all simulators and required 
for Level C and Level D simulators, each test must be able to be 
accomplished manually while recording all appropriate parameters. 
The results must be produced on an appropriate recording device 
acceptable to the NSPM and must include simulator number, date, 
time, conditions, tolerances, and appropriate dependent variables 
portrayed in comparison to the validation data. Time histories are 
required unless otherwise indicated in Table C2A. All results must 
be labeled using the tolerances and units given.
    b. Table C2A sets out the test results required, including the 
parameters, tolerances, and flight conditions for simulator 
validation. Tolerances are provided for the listed tests because 
mathematical modeling and acquisition/development of reference data 
are often inexact. All tolerances listed in the following tables are 
applied to simulator performance. When two tolerance values are 
given for a parameter, the less restrictive may be used unless 
otherwise indicated.
    c. Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In Table C2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for simulator 
validity, such judgment must not be limited to a single parameter. 
For example, data that exhibit rapid variations of the measured 
parameters may require interpolations or a ``best fit'' data 
selection. All relevant parameters related to a given maneuver or 
flight condition must be provided to allow overall interpretation. 
When it is difficult or impossible to match simulator to helicopter 
data throughout a time history, differences must be justified by 
providing a comparison of other related variables for the condition 
being assessed.
    e. It is not acceptable to program the FFS so that the 
mathematical modeling is correct only at the validation test points. 
Unless noted otherwise, simulator tests must represent helicopter 
performance and handling qualities at operating weights and centers 
of gravity (CG) typical of normal operation. If a test is supported 
by helicopter data at one extreme weight or CG, another test 
supported by helicopter data at mid-conditions or as close as 
possible to the other extreme must be included, except as may be 
authorized by the NSPM. Certain tests that are relevant only at one 
extreme CG or weight condition need not be repeated at the other 
extreme. Tests of handling qualities must include validation of 
augmentation devices.
    f. When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example, to show that control force is within <plus-minus>0.5 pound 
(0.22 daN) in a static stability test, data to show the correct 
airspeed, power, thrust or torque, helicopter configuration, 
altitude, and other appropriate datum identification parameters must 
also be given. If comparing short period dynamics, normal 
acceleration may be used to establish a match to the helicopter, but 
airspeed, altitude, control input, helicopter configuration, and 
other appropriate data must also be given. All airspeed values must 
be properly annotated (e.g., indicated versus calibrated). In 
addition, the same variables must be used for comparison (e.g., 
compare inches to inches rather than inches to centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated 
testing of the simulator must be accomplished to assure that the 
total simulator system meets the prescribed standards. A manual test 
procedure with explicit and detailed steps for completing each test 
must also be provided.

[[Page 63556]]

    h. In those cases where the objective test results authorize a 
``snapshot test'' or ``a series of snapshot test'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.''
    i. For previously qualified simulators, the tests and tolerances 
of this attachment may be used in subsequent continuing 
qualification evaluations for any given test if the sponsor has 
submitted a proposed MQTG revision to the NSPM and has received NSPM 
approval.
    j. Motion System Tests:
    (a) The minimum excursions, accelerations, and velocities for 
pitch, roll, and yaw must be measurable about a single, common 
reference point and must be achieved by driving one degree of 
freedom at a time.
    (b) The minimum excursions, accelerations, and velocities for 
heave, sway, and surge may be measured about different but 
identifiable reference points and must also be achieved by driving 
one degree of freedom at a time.
    k. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented helicopters will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. For those performance and static handling 
qualities tests where the primary concern is control position in the 
unaugmented configuration, unaugmented data are not required if the 
design of the system precludes any affect on control position. In 
those instances where the unaugmented helicopter response is 
divergent and non-repeatable, it may not be feasible to meet the 
specified tolerances. Alternative requirements for testing will be 
mutually agreed upon by the sponsor and the NSPM on a case-by-case 
basis.
    l. Some tests will not be required for helicopters using 
helicopter hardware in the simulator cockpit (e.g., ``helicopter 
modular controller''). These exceptions are noted in Table C2A of 
this attachment. However, in these cases, the sponsor must provide a 
statement that the helicopter hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.
    m. For objective test purposes, ``Near maximum'' gross weight is 
a weight chosen by the sponsor or data provider that is not less 
than the basic operating weight (BOW) of the helicopter being 
simulated plus 80% of the difference between the maximum 
certificated gross weight (either takeoff weight or landing weight, 
as appropriate for the test) and the BOW. ``Light'' gross weight is 
a weight chosen by the sponsor or data provider that is not more 
than 120% of the BOW of the helicopter being simulated or as limited 
by the minimum practical operating weight of the test helicopter. 
``Medium'' gross weight is a weight chosen by the sponsor or data 
provider that is approximately <plus-minus>10% of the average of the 
numerical values of the BOW and the maximum certificated gross 
weight. (Note: BOW is the empty weight of the aircraft plus the 
weight of the following: normal oil quantity; lavatory servicing 
fluid; potable water; required crewmembers and their baggage; and 
emergency equipment. (References: Advisory Circular 120-27, 
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight 
and Balance Handbook.'').

End QPS Requirements

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

Begin QPS Requirements

                                                 Table C2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                       <<<QPS requirements>>>                                                          <<Information>>
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Test                                                                                          Simulator level
--------------------------------------     Tolerance(s)        Flight condition        Test details     ----------------------------        Notes
      No.                Title                                                                             A      B      C      D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a............  Engine Assessment.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1..........  Start Operations....
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.a........  Engine start and      Light Off Time --     Ground with the       Record each engine              X      X      X
                  acceleration          <plus-minus>10% or    Rotor Brake Used      start from the
                  (transient).          <plus-minus>1 sec.,   and Not Used.         initiation of the
                                        Torque -- <plus-                            start sequence to
                                        minus>5%, Rotor                             steady state idle
                                        Speed -- <plus-                             and from steady
                                        minus>3%, Fuel Flow                         state idle to
                                        -- <plus-minus>10%,                         operating RPM.
                                        Gas Generator Speed
                                        -- <plus-minus>5%,
                                        Power Turbine Speed
                                        -- <plus-minus>5%,
                                        Gas Turbine Temp. --
                                         <plus-
                                        minus>30[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.b........  Steady State Idle     Torque -- <plus-      Ground..............  Record both steady              X      X      X
                  and Operating RPM     minus>3%, Rotor                             state idle and
                  conditions.           Speed -- <plus-                             operating RPM
                                        minus>1.5%, Fuel                            conditions..
                                        Flow -- <plus-                             May be a series of
                                        minus>5%, Gas                               snapshot tests..
                                        Generator Speed --
                                        <plus-minus>2%,
                                        Power Turbine Speed
                                        -- <plus-minus>2%,
                                        Turbine Gas Temp. --
                                         <plus-
                                        minus>20[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2..........  Power Turbine Speed   <plus-minus>10% of    Ground..............  Record engine                   X      X      X
                  Trim.                 total change of                             response to trim
                                        power turbine speed.                        system actuation in
                                                                                    both directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.3..........  Engine and Rotor      Torque -- <plus-      Climb, descent......  Record results using            X      X      X
                  Speed Governing.      minus>5%, Rotor                             a step input to the
                                        Speed -- 1.5%.                              collective. May be
                                                                                    conducted
                                                                                    concurrently with
                                                                                    climb and descent
                                                                                    performance tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b............  Surface Operations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1..........  Minimum Radius Turn.  <plus-minus>3 ft.     Ground..............  If brakes are used,             X      X      X
                                        (0.9m) or 20% of                            brake force must be
                                        helicopter turn                             matched to the
                                        radius.                                     helicopter flight
                                                                                    test value.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63557]]

 
1.b.2..........  Rate of Turn vs.      <plus-minus>10% or    Ground Takeoff......  ....................            X      X      X
                  Pedal Deflection or   <plus-minus>2[deg]/
                  Nosewheel Angle.      sec. Turn Rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.3..........  Taxi................  Pitch Angle -- <plus- Ground..............  Record results for              X      X      X
                                        minus>1.5[deg],                             control position
                                        Torque -- <plus-                            and pitch attitude
                                        minus>3%,                                   during ground taxi
                                        Longitudinal                                for a specific
                                        Control Position --                         ground speed, wind
                                        <plus-minus>5%,                             speed and
                                        Lateral Control                             direction, and
                                        Position -- <plus-                          density altitude.
                                        minus>5%,
                                        Dirrectional
                                        Control Position.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                       <plus-minus>5%,       ....................  ....................            X      X      X
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4..........  Brake Effectiveness.  <plus-minus>10% of    Ground..............  ....................            X      X      X
                                        time and distance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c............  Takeoff .
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1..........  All Engines.........  Airspeed -- <plus-    Ground/Takeoff and    Record results of               X      X      X
                                        minus>3 kt,           Initial Segment of    takeoff flight path
                                        Altitude -- <plus-    Climb.                as appropriate to
                                        minus>20 ft (6.1m),                         helicopter model
                                        Torque -- <plus-                            simulated (running
                                        minus>3%, Rotor                             takeoff for Level
                                        Speed -- <plus-                             B, takeoff from a
                                        minus>1.5%,                                 hover for Level C
                                        Vertical Velocity --                        and D). For Level
                                         <plus-minus>100                            B, the criteria
                                        fpm (0.50m/sec) or                          apply only to those
                                        10%, Pitch Attitude                         segments at
                                        -- <plus-                                   airspeeds above
                                        minus>1.5[deg],                             effective
                                        Bank Attitude --                            translational lift.
                                        <plus-minus>2[deg],                         Results must be
                                        Heading -- <plus-                           recorded from the
                                        minus>2[deg],                               initiation of the
                                        Longitudinal                                takeoff to at least
                                        Control Position --                         200 ft (61m) AGL.
                                        <plus-minus>10%,
                                        Lateral Control
                                        Position -- <plus-
                                        minus>10%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>10%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2..........  One Engine            Airspeed -- <plus-    Ground/Takeoff; and   Record takeoff                  X      X      X
                  Inoperative.          minus>3 kt,           Initial Segment of    flight path as
                                        Altitude -- <plus-    Climb.                appropriate to
                                        minus>20 ft (6.1m),                         helicopter model
                                        Torque -- <plus-                            simulated. Results
                                        minus>3%, Rotor                             must be recorded
                                        Speed -- <plus-                             from the initiation
                                        minus>1.5%,                                 of the takeoff to
                                        Vertical Velocity --                        at least 200 ft
                                         <plus-minus>100                            (61m) AGL.
                                        fpm (0.50m/sec) or
                                        10%, Pitch Attitude
                                        -- <plus-
                                        minus>1.5[deg],
                                        Bank Attitude --
                                        <plus-minus>2[deg],
                                        Heading -- <plus-
                                        minus>2[deg],
                                        Longitudinal
                                        Control Position --
                                        <plus-minus>10%,
                                        Lateral Control
                                        Position -- <plus-
                                        minus>10%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>10%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d............  Hover.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Performance.........  Torque -- <plus-      In Ground Effect      Record results for              X      X      X
                                        minus>3%, Pitch       (IGE); and Out of     light and heavy
                                        Attitude -- <plus-    Ground Effect (OGE).  gross weights. May
                                        minus>1.5[deg],                             be a series of
                                        Bank Attitude --                            snapshot tests.
                                        <plus-
                                        minus>1.5[deg],
                                        Longitudinal
                                        Control Position --
                                        <plus-minus>5%,
                                        Lateral Control
                                        Position -- <plus-
                                        minus>5%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%,.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e............  Vertical Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Performance.........  Vertical Velocity --  From OGE Hover......  Record results for                     X      X
                                        <plus-minus>100 fpm                         light and heavy
                                        (0.50 m/sec) or                             gross weights. May
                                        <plus-minus>10%,                            be a series of
                                        Directional Control                         snapshot tests.
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f............  Level Flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63558]]

 
                 Performance and       Torque -- <plus-      Cruise (Augmentation  Record results for              X      X      X
                  Trimmed Flight        minus>3%, Pitch       On and Off).          two gross weight
                  Control Positions.    Attitude -- <plus-                          and CG combinations
                                        minus>1.5[deg],                             with varying trim
                                        Sideslip Angle --                           speeds throughout
                                        <plus-minus>2[deg],                         the airspeed
                                        Longitudinal                                envelope. May be a
                                        Control Position --                         series of snapshot
                                        <plus-minus>5%,                             tests.
                                        Lateral Control
                                        Position -- <plus-
                                        minus>5%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.g............  Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Performance and       Vertical Velocity --  All engines           Record results for              X      X      X
                  Trimmed Flight        <plus-minus>100 fpm   operating; One        two gross weight
                  Control Positions.    (6.1m/sec) or <plus-  engine inoperative;   and CG
                                        minus>10%, Pitch      Augmentation          combinations. The
                                        Attitude -- <plus-    System(s) On and      data presented must
                                        minus>1.5[deg],       Off.                  be for normal climb
                                        Sideslip Angle --                           power conditions.
                                        <plus-minus>2[deg],                         May be a series of
                                        Longitudinal                                snapshot tests.
                                        Control Position --
                                        <plus-minus>5%,
                                        Lateral Control
                                        Position -- <plus-
                                        minus>5%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h............  Descent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.1..........  Descent Performance   Torque -- <plus-      At or near 1,000 fpm  Results must be                 X      X      X
                  and Trimmed Flight    minus>3%, Pitch       rate of descent       recorded for two
                  Control Positions.    Attitude -- <plus-    (RoD) at normal       gross weight and CG
                                        minus>1.5[deg],       approach speed.       combinations. May
                                        Sideslip Angle --     Augmentation          be a series of
                                        <plus-minus>2[deg],   System(s) On and      snapshot tests.
                                        Longitudinal          Off.
                                        Control Position --
                                        <plus-minus>5%,
                                        Lateral Control
                                        Position -- <plus-
                                        minus>5%,
                                        Directional Control
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.2..........  Autorotation          Torque -- <plus-      Steady descents.      Record results for              X      X      X
                  Performance and       minus>3%, Pitch       Augmentation          two gross weight
                  Trimmed Flight        Attitude -- <plus-    System(s) On and      conditions. Data
                  Control Positions.    minus>1.5[deg],       Off.                  must be recorded
                                        Sideslip Angle --                           for normal
                                        <plus-minus>2[deg],                         operating RPM.
                                        Longitudinal                                (Rotor speed
                                        Control Position --                         tolerance applies
                                        <plus-minus>5%,                             only if collective
                                        Lateral Control                             control position is
                                        Position -- <plus-                          full down.) May be
                                        minus>5%,                                   a series of
                                        Directional Control                         snapshot tests.
                                        Position -- <plus-
                                        minus>5%,
                                        Collective Control
                                        Position -- <plus-
                                        minus>5% Vertical
                                        Velocity <plus-
                                        minus>100 fpm or
                                        19%, Rotor Speed
                                        <plus-minus>1.5%.
1.i............  Autorotation.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Entry...............  Rotor Speed--<plus-   Cruise or Climb.....  Record results of a          .....     X      X
                                        minus>3% Pitch                              rapid throttle
                                        Attitude <plus-                             reduction to idle.
                                        minus>2[deg]Roll                            If the cruise
                                        Attitude--<plus-                            condition is
                                        minus>3[deg] Yaw                            selected,
                                        Attitude--<plus-                            comparison must be
                                        minus>5[deg]                                made for the
                                        Airspeed--<plus-                            maximum range
                                        minus>5 kts.                                airspeed. If the
                                        Vertical Velocity--                         climb condition is
                                        <plus-minus>200 fpm                         selected,
                                        (1.00 m/sec) or 10%.                        comparison must be
                                                                                    made for the
                                                                                    maximum rate of
                                                                                    climb airspeed at
                                                                                    or near maximum
                                                                                    continuous power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j............  Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63559]]

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

[[Page 63560]]

 
2.a.2..........  Collective/Pedals...  Breakout--<plus-      Ground; Static        Record results for              X      X      X
                                        minus>0.5 lb.         conditions. Trim On   an uninterrupted
                                        (0.224 daN) or 25%;   and Off. Friction     control sweep to
                                        Force--<plus-         Off. Augmentation     the stops.
                                        minus>1.0 lb.         On and Off.
                                        (0.224 daN) or 10%..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3..........  Brake Pedal Force     <plus-minus>5 lbs.    Ground; Static        ....................            X      X      X
                  vs. Position.         (2.224 daN) or 10%.   conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4..........  Trim System Rate      Rate--<plus-          Ground; Static        The tolerance                   X      X      X
                  (all applicable       minus>10%.            conditions. Trim      applies to the
                  systems).                                   On, Friction Off.     recorded value of
                                                                                    the trim rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5..........  Control Dynamics      <plus-minus>10% of    Hover/Cruise, Trim    Results must be              .....     X      X   Typically, control
                  (all axes).           time for first zero   On, Friction Off.     recorded for a                                    displacement of
                                        crossing and <plus-                         normal control                                    25% to 50% is
                                        minus>10 (N+1)% of                          displacement in                                   necessary for
                                        period thereafter,                          both directions in                                proper excitation.
                                        <plus-minus>10% of                          each axis.                                        Control Dynamics
                                        amplitude of first                                                                            for irreversible
                                        overshoot, 20% of                                                                             control systems
                                        amplitude of 2nd                                                                              may be evaluated
                                        and subsequent                                                                                in a ground/static
                                        overshoots greater                                                                            condition.
                                        than 5% of initial                                                                            Additional
                                        displacement, <plus-                                                                          information on
                                        minus>1 overshoot.                                                                            control dynamics
                                                                                                                                      is found later in
                                                                                                                                      this attachment.
                                                                                                                                      ``N'' is the
                                                                                                                                      sequential period
                                                                                                                                      of a full cycle of
                                                                                                                                      oscillation.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6..........  Freeplay............  <plus-minus>0.10 in.  Ground; Static        Record and compare              X      X      X
                                                              conditions.           results for all
                                                                                    controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b............  Low Airspeed Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1..........  Trimmed Flight        Torque--<plus-        Translational Flight  Record results for                     X      X
                  Control Positions.    minus>3% Pitch        IGE--Sideward,        several airspeed
                                        Attitude--<plus-      rearward, and         increments to the
                                        minus>1.5[deg] Bank   forward flight.       translational
                                        Attitude--<plus-      Augmentation On and   airspeed limits and
                                        minus>2[deg]          Off.                  for 45 kts. forward
                                        Longitudinal                                airspeed..
                                        Control Position--                         May be a series of
                                        <plus-minus>5%                              snapshot tests.
                                        Lateral Control
                                        Position--<plus-
                                        minus>5%
                                        Directional Control
                                        Position--<plus-
                                        minus>5% Collective
                                        Control Position--
                                        <plus-minus>5%.
2.b.2..........  Critical Azimuth....  Torque--<plus-        Stationary Hover.     Record results for                     X      X
                                        minus>3% Pitch        Augmentation On and   three relative wind
                                        Hover--Bank           Off.                  directions
                                        Attitude--<plus-                            (including the most
                                        minus>2[deg],                               critical case) in
                                        Longitudinal                                the critical
                                        Control Position--                          quadrant. May be a
                                        <plus-minus>5%,                             series of snapshot
                                        Lateral Control                             tests.
                                        Position--<plus-
                                        minus>5%,
                                        Directional Control
                                        Position--<plus-
                                        minus>5%,
                                        Collective Control
                                        Position--<plus-
                                        minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3..........  Control Response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.a........  Longitudinal........  Pitch Rate--<plus-    Hover. Agumentation   Record results for a                   X      X
                                        minus>10% or <plus-   On and Off.           step control input.
                                        minus>2% sec. Pitch                         The Off-axis
                                        Attitude Change--                           response must show
                                        <plus-minus>10% or                          correct trend for
                                        1.5[deg].                                   unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.b........  Lateral.............  Roll Rate--<plus-     Hover. Augmentation   Record results for a                   X      X
                                        minus>10% or <plus-   On and Off.           step control input.
                                        minus>2% sec. Pitch                         The Off-axis
                                        Attitude Change--                           response must show
                                        <plus-minus>10% or                          correct trend for
                                        1.5[deg].                                   unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63561]]

 
2.b.3.c........  Directional.........  Yaw Rate--<plus-      Hover. Augmentation   Record results for a                   X      X
                                        minus>10% or <plus-   On and Off.           step control input.
                                        minus>2% sec.                               The Off-axis
                                        Heading Change--                            response must show
                                        <plus-minus>10% or                          correct trend for
                                        2[deg].                                     unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.d........  Vertical............  Normal Acceleration-- Hover control input.  Record results for a                   X      X
                                        <plus-minus>0.1 g.    The Off-axis          step.
                                                              response must show
                                                              correct trend for
                                                              unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c............  Longitudinal Handling Qualities.
2.c.1..........  Control Response....  Pitch Rate--<plus-    Cruise Augmentation   Results must be                 X      X      X
                                        minus>10% or <plus-   On and Off.           recorded for two
                                        minus>2[deg]/sec.,                          cruise airspeeds to
                                        Pitch Attitude                              include minimum
                                        Change--<plus-                              power required
                                        minus>10% or <plus-                         speed. Record data
                                        minus>1.5[deg].                             for a step control
                                                                                    input. The Off-axis
                                                                                    response must show
                                                                                    correct trend for
                                                                                    unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2..........  Static Stability....  Longitudinal Control  Cruise or Climb.      Record results for a            X      X      X
                                        Position: <plus-      Autorotation.         minimum of two
                                        minus>10% of change   Augmentation On and   speeds on each side
                                        from trim or <plus-   Off.                  of the trim speed.
                                        minus>0.25 in. (6.3                         May be a series of
                                        mm) or Longitudinal                         snapshot tests.
                                        Control Force:
                                        <plus-minus>0.5 lb.
                                        (0.223 daN) or
                                        <plus-minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3..........  Dynamic Stability.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.a........  Long Term Response..  <plus-minus>10% of    Cruise Augmentation   Record results for              X      X      X
                                        calculated period,    On and Off.           three full cycles
                                        <plus-minus>10% of                          (6 overshoots after
                                        time to \1/2\ or                            input completed) or
                                        double amplitude,                           that sufficient to
                                        or <plus-minus>0.02                         determine time to
                                        of damping ratio.                           \1/2\ or double
                                                                                    amplitude,
                                                                                    whichever is less.
                                                                                    For non-period
                                                                                    responses, the time
                                                                                    history must be
                                                                                    matched.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.b........  Short Term Response.  <plus-minus>1.5[deg]  Cruise or Climb.      Record results for              X      X      X
                                        Pitch or <plus-       Augmentation On and   at least two
                                        minus>2[deg]/sec.     Off.                  airspeeds.
                                        Pitch Rate. <plus-
                                        minus>0.1 g Normal
                                        Acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4..........  Maneuvering           Longitudinal Control  Cruise or Climb.      Record results for              X      X      X   Typically, 30[deg]-
                  Stability.            Position--<plus-      Augmentation On and   at least two                                      45[deg] bank angle
                                        minus>10% of change   Off.                  airspeeds. The                                    is necessary for
                                        from trim or <plus-                         force may be shown                                adequate stability
                                        minus>0.25 in.                              as a cross plot for                               measurement.
                                        (6.3mm) or                                  irreversible
                                        Longitudinal                                systems. May be a
                                        Control Forces--                            series of snapshot
                                        <plus-minus>0.5 lb.                         tests.
                                        (0.223 daN) or
                                        <plus-minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5..........  Landing Gear          <plus-minus>1 sec...  Takeoff (Retraction)                           X      X      X     xl
                  Operating Times.                            Approach
                                                              (Extension).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d............  Lateral and Directional Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1..........  Control Response.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63562]]

 
2.d.1.a........  Lateral.............  Roll Rate--<plus-     Cruise Augmentation   Record results for              X      X      X
                                        minus>10% or <plus-   On and Off.           least two
                                        minus>3[deg]/sec.,                          airspeeds,
                                        Roll Attitude                               including the speed
                                        Change--<plus-                              at or near the
                                        minus>10% or <plus-                         minimum power
                                        minus>3[deg].                               required airspeed.
                                                                                    Record results for
                                                                                    a step control
                                                                                    input. The Off-axis
                                                                                    response must show
                                                                                    correct trend for
                                                                                    unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.b........  Directional.........  Yaw Rate--<plus-      Cruise Augmentation   Record data for at              X      X      X
                                        minus>10% or <plus-   On and Off.           least two
                                        minus>2[deg]/sec.,                          airspeeds,
                                        Yaw Attitude                                including the speed
                                        Change--<plus-                              at or near the
                                        minus>10% or <plus-                         minimum power
                                        minus>2[deg].                               required airspeed.
                                                                                    Record results for
                                                                                    a step control
                                                                                    input. The Off-axis
                                                                                    response must show
                                                                                    correct trend for
                                                                                    unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2..........  Directional Static    Lateral Control       Cruise; or Climb      Record results for              X      X      X   This is a steady
                  Stability.            Position--<plus-      (may use Descent      at least two                                      heading sideslip
                                        minus>10% of change   instead of Climb if   sideslip angles on                                test.
                                        from trim or <plus-   desired),             either side of the
                                        minus>0.25 in.        Augmentation On and   trim point. The
                                        (6.3mm) or Lateral    Off.                  force may be shown
                                        Control Force--                             as a cross plot for
                                        <plus-minus>0.5 lb.                         irreversible
                                        (0.223 daN) or 10%,                         systems. May be a
                                        Roll Attitude--                             series of snapshot
                                        <plus-minus>1.5,                            tests.
                                        Directional Control
                                        Position--<plus-
                                        minus>10% of change
                                        from trim or <plus-
                                        minus>0.25 in.
                                        (6.3mm) or
                                        Directional Control
                                        Force--<plus-
                                        minus>1 lb. (0.448
                                        daN) or 10%.,
                                        Longitudinal
                                        Control Position--
                                        <plus-minus>10% of
                                        change from trim or
                                        <plus-minus>0.25
                                        in. (6.3mm),
                                        Vertical Velocity--
                                        <plus-minus>100 fpm
                                        (0.50m/sec) or 10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3..........  Dynamic Lateral and Directional Stability.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.a........  Lateral-Directional   <plus-minus>0.5 sec.  Cruise or Climb.      Record results for              X      X      X
                  Oscillations.         or <plus-minus>10%    Augmentation On/Off.  at least two
                                        of period, <plus-                           airspeeds. The test
                                        minus>10% of time                           must be initiated
                                        to \1/2\ or double                          with a cyclic or a
                                        amplitude or <plus-                         pedal doublet
                                        minus>0.02 of                               input. Record
                                        damping ratio,                              results for six
                                        <plus-minus>20% of                          full cycles (12
                                        <plus-minus>1 sec.                          overshoots after
                                        of time difference                          input completed) or
                                        between peaks of                            that sufficient to
                                        bank and sideslip.                          determine time to
                                                                                    \1/2\ or double
                                                                                    amplitude,
                                                                                    whichever is less.
                                                                                    For non-periodic
                                                                                    response, the time
                                                                                    history must be
                                                                                    matched.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.b........  Spiral Stability....  Correct Trend, <plus- Cruise or Climb.      Record the results              X      X      X
                                        minus>2[deg] bank     Augmentation On and   of a release from
                                        or <plus-minus>10%    Off.                  pedal only or
                                        in 20 sec.                                  cyclic only turns.
                                                                                    Results must be
                                                                                    recorded from turns
                                                                                    in both directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63563]]

 
2.d.3.c........  Adverse/Proverse Yaw  Correct Trend, <plus- Cruise or Climb.      Record the time                 X      X      X
                                        minus>2[deg]          Augmentation On and   history of initial
                                        transient sideslip    Off.                  entry into cyclic
                                        angle.                                      only turns, using
                                                                                    only a moderate
                                                                                    rate for cyclic
                                                                                    input. Results must
                                                                                    be recorded for
                                                                                    turns in both
                                                                                    directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a............  Control System
3. Motion System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a............  Motion Envelope.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.1            Pitch.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.1.a........  Displacement--TBD[de  ....................  ....................  ....................  .....     X
                  g].
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>25[deg].  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.1.b........  Velocity--TBD[deg]/   ....................  ....................  ....................            X
                  sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>20[deg]/  ....................  ....................  ....................                   X      X
                  sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.1.c........  Acceleration--TBD[de  ....................  ....................  ....................            X
                  g]/sec2.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>100[deg]/ ....................  ....................  ....................            X      X
                  sec2.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.2             Roll.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.2.a........  Displacement--TBD[de  ....................  ....................  ....................            X
                  g].
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>25[deg].  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.2.b........  Velocity--TBD[deg]/   ....................  ....................  ....................            X
                  sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>20[deg]/  ....................  ....................  ....................                   X      X
                  sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.2.c........  Acceleration--TBD[de  ....................  ....................  ....................            X   .....
                  g]/sec2.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>100[deg]/ ....................  ....................  ....................                   X      X
                  sec2.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.3..........  Yaw
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.3.a........  Displacement -<plus-  ....................  ....................  ....................                   X      X
                  minus>25[deg].
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.3.b........  Velocity--<plus-      ....................  ....................  ....................                   X      X
                  minus>20[deg]/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.3.c........  Acceleration--<plus-  ....................  ....................  ....................                   X      X
                  minus>100[deg]/sec2.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.4..........  Vertical............  ....................  ....................  ....................
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.4.a........  Displacement--TBD in  ....................  ....................  ....................            X
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>34 in...  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.4.b........  Velocity--TBD in....  ....................  ....................  ....................            X
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>24 in...  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.4.c........  Acceleration--TBD g.  ....................  ....................  ....................            X   .....
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>0.8 g...  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.A.5..........  Lateral
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Displacement: <plus-  ....................  ....................  ....................                   X      X
                  minus>45 in.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Velocity: <plus-      ....................  ....................  ....................                   X      X
                  minus>28 in/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Acceleration: <plus-  ....................  ....................  ....................                   X      X
                  minus>0.6 g.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.6..........  Longitudinal.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Displacement: <plus-  ....................  ....................  ....................                   X      X
                  minus>34 in.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63564]]

 
                 Velocity: <plus-      ....................  ....................  ....................                   X      X
                  minus>28 in/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Acceleration: <plus-  ....................  ....................  ....................                   X      X
                  minus>0.6 g.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.7..........  Initial Rotational Acceleration Ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 All axes: TBD[deg]/   ....................  ....................  ....................            X
                  sec2/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 All axes: 300[deg]/   ....................  ....................  ....................                   X      X
                  sec2/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.8..........  Initial Linear Acceleration Ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Vertical: <plus-      ....................  ....................  ....................            X
                  minus>TBD g/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 <plus-minus>6g/sec..  ....................  ....................  ....................                   X      X
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Lateral: <plus-       ....................  ....................  ....................                   X      X
                  minus>3g/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Longitudinal: <plus-  ....................  ....................  ....................                   X      X
                  minus>3g/sec.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b............  Frequency Response
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Band, Hz Phase, deg.  Amplitude, Ratio,     ....................  ....................  .....     X      X      X
                                        db,.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 0.10 to 0.5 -15 to -  <plus-minus>2.......  ....................  ....................  .....
                  20.                  <plus-minus>2.......
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 0.51 to 1.0 -15 to -  <plus-minus>4,......  ....................  ....................  .....
                  20.                  <plus-minus>4.......
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c............  Leg Balance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Leg Balance.........   1.5[deg]...........  ....................  The phase shift       .....     X      X      X
                                                                                    between a datum
                                                                                    jack and any other
                                                                                    jack must be
                                                                                    measured using a
                                                                                    heave (vertical)
                                                                                    signal of 0.5 Hz.
                                                                                    at <plus-minus>0.25
                                                                                    g.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d............  Turn Around.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                 Turn Around.........   0.05 g.............  ....................  The motion base must            X      X      X
                                                                                    be driven
                                                                                    sinusoidally in
                                                                                    heave through a
                                                                                    displacement of 6
                                                                                    inches (150mm) peak
                                                                                    to peak at a
                                                                                    frequency of 0.5
                                                                                    Hz. Deviation from
                                                                                    the desired
                                                                                    sinusoidal
                                                                                    acceleration must
                                                                                    be measured.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4..............  Visual System Display Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a............  Field of View.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 63565]]

 
4.a.1..........  Continuous            Minimum continuous    N/A.................  An SOC is required.             X                 A vertical field of
                  collimated visual     collimated field of                         Horizontal field of                               view of 30[deg]
                  field of view.        view providing                              view is centered on                               may be
                                        75[deg] horizontal                          the zero degree                                   insufficient to
                                        and 30[deg]                                 azimuth line                                      meet visual ground
                                        vertical field of                           relative to the                                   segment
                                        view for each pilot                         aircraft fuselage.                                requirements.
                                        simultaneously.                                                                               Field of view may
                                                                                                                                      be measured using
                                                                                                                                      a visual test
                                                                                                                                      pattern filling
                                                                                                                                      the entire visual
                                                                                                                                      scene (all
                                                                                                                                      channels) with a
                                                                                                                                      matrix of black
                                                                                                                                      and white 5[deg]
                                                                                                                                      squares. The
                                                                                                                                      installed
                                                                                                                                      alignment should
                                                                                                                                      be addressed in
                                                                                                                                      the SOC.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2..........  Continuous            Minimum continuous    N/A/................  An SOC is required.                    X          Field of view may
                  collimated visual     collimated field of                         Horizontal field of                               be measured using
                  field of view.        view providing                              view is centered on                               a visual test
                                        150[deg] horizontal                         the zero degree                                   pattern filling
                                        and 40[deg]                                 azimuth line                                      the entire visual
                                        vertical field of                           relative to the                                   scene (all
                                        view for each pilot                         aircraft fuselage.                                channels) with a
                                        simultaneously.                                                                               matrix of black
                                                                                                                                      and white 5[deg]
                                                                                                                                      squares. The
                                                                                                                                      installed
                                                                                                                                      alignment should
                                                                                                                                      be addressed in
                                                                                                                                      the SOC.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.3..........  Continuous            Minimum continuous    N/A.................  An SOC is required.                           X   Field of view may
                  collimated visual     collimated field of                         Horizontal field of                               be measured using
                  field of view.        view providing                              view is centered on                               a visual test
                                        180[deg] horizontal                         the zero degree                                   pattern filling
                                        and 60[deg]                                 azimuth line                                      the entire visual
                                        vertical field of                           relative to the                                   scene (all
                                        view for each pilot                         aircraft fuselage.                                channels) with a
                                        simultaneously.                                                                               matrix of black
                                                                                                                                      and white 5[deg]
                                                                                                                                      squares. The
                                                                                                                                      installed
                                                                                                                                      alignment should
                                                                                                                                      be addressed in
                                                                                                                                      the SOC.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c............  Surface contrast      Not less than 5:1...  N/A.................  The ratio is                                  X   Measurements may be
                  ratio.                                                            calculated by                                     made using a
                                                                                    dividing the                                      1[deg] spot
                                                                                    brightness level of                               photometer and a
                                                                                    the center, bright                                raster drawn test
                                                                                    square (providing                                 pattern filling
                                                                                    at least 2 foot-                                  the entire visual
                                                                                    lamberts or 7 cd/                                 scene (all
                                                                                    ms\2\) by the                                     channels) with a
                                                                                    brightness level of                               test pattern of
                                                                                    any adjacent dark                                 black and white
                                                                                    square.                                           squares, 5 per
                                                                                                                                      square, with a
                                                                                                                                      white square in
                                                                                                                                      the center of each
                                                                                                                                      channel. During
                                                                                                                                      contrast ratio
                                                                                                                                      testing, simulator
                                                                                                                                      aft-cab and flight
                                                                                                                                      deck ambient light
                                                                                                                                      levels should be
                                                                                                                                      zero.

[[Page 63566]]

 
4.d............  Highlight brightness  Not less than six     N/A.................  Measure the                                   X   Measurements may be
                                        (6) foot-lamberts                           brightness of the                                 made using a
                                        (20 cd/m \2\).                              center, white                                     1[deg] spot
                                                                                    square while                                      photometer and a
                                                                                    superimposing a                                   raster drawn test
                                                                                    highlight on that                                 pattern filling
                                                                                    white square. The                                 the entire visual
                                                                                    use of calligraphic                               scene (all
                                                                                    capabilities to                                   channels) with a
                                                                                    enhance the raster                                test pattern of
                                                                                    brightness is                                     black and white
                                                                                    acceptable;                                       squares, 5 per
                                                                                    however, measuring                                square, with a
                                                                                    light points is not                               white square in
                                                                                    acceptable.                                       the center of each
                                                                                                                                      channel.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e............  Vernier resolution    Not greater than 3    N/A.................  An SOC is required                     X      X
                  (surface              arc minutes.                                and must include
                  resolution).                                                      the appropriate
                                                                                    calculations and an
                                                                                    explanation of
                                                                                    those calculations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f............  Light point size....  Not greater than six  N/A.................  An SOC is required                     X      X   Light point size
                                        (6) arc-minutes..                           and must include                                  may be measured
                                                                                    the relevant                                      using a test
                                                                                    calculations and an                               pattern consisting
                                                                                    explanation of                                    of a centrally
                                                                                    those calculations.                               located single row
                                                                                                                                      of light points
                                                                                                                                      reduced in length
                                                                                                                                      until modulation
                                                                                                                                      is just
                                                                                                                                      discernible in
                                                                                                                                      each visual
                                                                                                                                      channel. A row of
                                                                                                                                      48 lights will
                                                                                                                                      form a 4[deg]
                                                                                                                                      angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g............  Light point contrast  Not less than 25:1..  N/A.................  An SOC is required                     X      X   A 1[deg] spot
                  ratio.                                                            and must include                                  photometer may be
                                                                                    the relevant                                      used to measure a
                                                                                    calculations..                                    square of at least
                                                                                                                                      1[deg] filled with
                                                                                                                                      light points
                                                                                                                                      (where light point
                                                                                                                                      modulation is just
                                                                                                                                      discernible) and
                                                                                                                                      compare the
                                                                                                                                      results to the
                                                                                                                                      measured adjacent
                                                                                                                                      background. During
                                                                                                                                      contrast ratio
                                                                                                                                      testing, simulator
                                                                                                                                      aft-cab and flight
                                                                                                                                      deck ambient light
                                                                                                                                      levels should be
                                                                                                                                      zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Begin Information

2. Control Dynamics.

    a. General. The characteristics of a helicopter flight control 
system have a major effect on the handling qualities. A significant 
consideration in pilot acceptability of a helicopter is the ``feel'' 
provided through the flight controls. Considerable effort is 
expended on helicopter feel system design so that pilots will be 
comfortable and will consider the helicopter desirable to fly. In 
order for a FFS to be representative, it should ``feel'' like the 
helicopter being simulated. Compliance with this requirement is 
determined by comparing a recording of the control feel dynamics of 
the FFS to actual helicopter measurements in the takeoff, cruise and 
landing configurations.
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of only being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the FFS 
control loading system to the helicopter system is essential. The 
required dynamic control tests are described in Table C2A of this 
attachment.
    c. For initial and upgrade evaluations, the QPS requires that 
control dynamics characteristics be measured and recorded directly 
from the flight controls (Handling Qualities--Table C2A). This 
procedure is usually accomplished by measuring the free response of 
the controls using a step or impulse input to excite the system. The 
procedure should be accomplished in the takeoff, cruise and landing 
flight conditions and configurations.
    d. For helicopters with irreversible control systems, 
measurements may be obtained on the ground if proper pitot-static 
inputs are provided to represent airspeeds typical of those 
encountered in flight. Likewise, it may be shown that for some 
helicopters, hover,

[[Page 63567]]

climb, cruise, and autorotation have like effects. Thus, one may 
suffice for another. If either or both considerations apply, 
engineering validation or helicopter manufacturer rationale should 
be submitted as justification for ground tests or for eliminating a 
configuration. For FFSs requiring static and dynamic tests at the 
controls, special test fixtures will not be required during initial 
and upgrade evaluations if the QTG shows both test fixture results 
and the results of an alternate approach (e.g., computer plots that 
were produced concurrently and show satisfactory agreement). Repeat 
of the alternate method during the initial evaluation would satisfy 
this test requirement.
    (1) Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements. In order to establish a 
consistent means of validating test results for FFS control loading, 
criteria are needed that will clearly define the measurement 
interpretation and the applied tolerances. Criteria are needed for 
underdamped, critically damped and overdamped systems. In the case 
of an underdamped system with very light damping, the system may be 
quantified in terms of frequency and damping. In critically damped 
or overdamped systems, the frequency and damping are not readily 
measured from a response time history. Therefore, the following 
suggested measurements may be used:
    (2) For Levels C and D simulators. Tests to verify that control 
feel dynamics represent the helicopter should show that the dynamic 
damping cycles (free response of the controls) match those of the 
helicopter within specified tolerances. The NSPM recognizes that 
several different testing methods may be used to verify the control 
feel dynamic response. The NSPM will consider the merits of testing 
methods based on reliability and consistency. One acceptable method 
of evaluating the response and the tolerance to be applied is 
described below for the underdamped and critically damped cases. A 
sponsor using this method to comply with the QPS requirements should 
perform the tests as follows:
    e. Tolerances.
    (1) Underdamped Response.
    (a) Two measurements are required for the period, the time to 
first zero crossing (in case a rate limit is present) and the 
subsequent frequency of oscillation. It is necessary to measure 
cycles on an individual basis in case there are non-uniform periods 
in the response. Each period will be independently compared to the 
respective period of the helicopter control system and, 
consequently, will enjoy the full tolerance specified for that 
period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care should be taken when applying the tolerance 
to small overshoots since the significance of such overshoots 
becomes questionable. Only those overshoots larger than 5 percent of 
the total initial displacement should be considered significant. The 
residual band, labeled T(A<INF>d</INF>) on Figure C2A is <plus-
minus>5 percent of the initial displacement amplitude A<INF>d</INF> 
from the steady state value of the oscillation. Only oscillations 
outside the residual band are considered significant. When comparing 
FFS data to helicopter data, the process should begin by overlaying 
or aligning the FFS and airplane steady state values and then 
comparing amplitudes of oscillation peaks, the time of the first 
zero crossing, and individual periods of oscillation. The FFS should 
show the same number of significant overshoots to within one when 
compared against the helicopter airplane data. The procedure for 
evaluating the response is illustrated in Figure C2A.
    (2) Critically damped and Overdamped Response. overdamped 
response. Due to the nature of critically damped and overdamped 
responses (no overshoots), the time to reach 90 percent of the 
steady state (neutral point) value should be the same as the 
helicopter within <plus-minus>10 percent. The simulator response 
must be critically damped also. Figure C2B illustrates the 
procedure.
    (3) The following summarizes the tolerances:

T(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>
T(P<INF>1</INF>) <plus-minus>20% of P<INF>1</INF>
T(A) <plus-minus>10% of A<INF>1</INF>, <plus-minus>20% of Subsequent 
Peaks
T(A<INF>d</INF>) <plus-minus>10% of A<INF>d</INF> = Residual Band
Overshoots <plus-minus>1

    (4) In the event the number of cycles completed outside of the 
residual band, and thereby significant, exceeds the number depicted 
in figure 1 of this attachment, the following tolerances (T) will 
apply:

T(P<INF>n</INF>) <plus-minus>10%(n+1)% of P<INF>n</INF>, where ``n'' 
is the next in sequence.

BILLING CODE 491073-P

[[Page 63568]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.027

3. Motion Cue Repeatability Testing.

    a. The motion system characteristics in the Table C2A address 
basic system capability, but not pilot cueing capability. Motion 
systems will continue to be ``tuned'' subjectively until there is an 
objective procedure for determining the motion cues necessary to 
support pilot tasks and stimulate the pilot response that occurs in 
a helicopter for the same tasks. When a motion system is tuned, it 
is important to test the system to ensure that it continues to 
perform as originally qualified. Any motion performance change from 
the initially qualified baseline can be measured objectively.
    b. Motion performance change should be assessed at least 
annually. An assessment may be conducted as follows:

[[Page 63569]]

    (1) Compare the current performance of the motion system to the 
initial recorded test data.
    (2) Record the parameters of the motion drive algorithms and the 
jack position transducers.
    (3) Insert the test input signals at an appropriate point prior 
to the integrations in the equations of motion (see Figure C2C of 
this attachment).
    (4) Adjust the characteristics of the test signal (see Figure 
C2D of this attachment) to ensure that the motion is exercised 
properly. Motion system manufactures suggest a range of 
approximately \2/3\ of the maximum displacement capability in each 
axis with a time segment (T<INF>0</INF>-T<INF>1</INF>) of sufficient 
duration to ensure steady initial conditions.

[[Page 63570]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.028

BILLING CODE 491073-C

Attachment 3 to Appendix C to Part 60--Simulator Subjective Evaluation

1. Discussion

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

Begin Information

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period;

[[Page 63571]]

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

End Information

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

               Table C3A.--Functions and Subjective Tests
------------------------------------------------------------------------
                        <<< QPS requirements >>>
-------------------------------------------------------------------------
                                                        Simulator level
            No.                  Operations tasks    -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List and/or
 the level of simulator qualification involved. Items not installed or
 not functional on the simulator and, therefore, not appearing on the
 SOQ Configuration List, are not required to be listed as exceptions on
 the SOQ.
------------------------------------------------------------------------
1. Preparation For Flight
------------------------------------------------------------------------
1.a........................  Cockpit check:                 X    X    X
                              switches, indicators,
                              systems, and equipment.
------------------------------------------------------------------------
2. APU/Engine start and run-up
------------------------------------------------------------------------
2.a........................  Normal start procedures        X    X    X
------------------------------------------------------------------------
2.b........................  Alternate start                X    X    X
                              procedures.
------------------------------------------------------------------------
2.c........................  Abnormal starts and            X    X    X
                              shutdowns (e.g., hot
                              start, hung start).
------------------------------------------------------------------------
2.d........................  Rotor engagement.......        X    X    X
------------------------------------------------------------------------
2.e........................  System checks..........        X    X    X
------------------------------------------------------------------------
3. (Reserved)
------------------------------------------------------------------------
4. (Reserved)
------------------------------------------------------------------------

[[Page 63572]]

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

[[Page 63573]]

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

[[Page 63574]]

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

[[Page 63575]]

 
12.b.8.....................    Navigation systems           X    X    X
------------------------------------------------------------------------
12.c.......................  Airborne procedures.
------------------------------------------------------------------------
12.c.1.....................    Holding                      X    X    X
------------------------------------------------------------------------
12.c.2.....................    Air hazard avoidance         X    X    X
------------------------------------------------------------------------
12.c.3.....................    Retreating blade             X    X    X
                             stall recovery
------------------------------------------------------------------------
12.c.4.....................    Mast bumping                 X    X    X
------------------------------------------------------------------------
13. Engine Shutdown and Parking
------------------------------------------------------------------------
13.a.......................  Engine and systems             X    X    X
                              operation.
------------------------------------------------------------------------
13.b.......................  Parking brake operation        X    X    X
------------------------------------------------------------------------
13.c.......................  Rotor brake operation..        X    X    X
------------------------------------------------------------------------
13.d.......................  Abnormal/emergency             X    X    X
                              procedures.
------------------------------------------------------------------------

Table C3B [Reserved]

Table C3C [Reserved]

               Table C3D.--Functions and Subjective Tests
------------------------------------------------------------------------
                        <<< QPS requirements >>>
-------------------------------------------------------------------------
                               Instructor Operating     Simulator level
           Number               Station (IOS) (As    -------------------
                                   appropriate)        A    B    C    D
------------------------------------------------------------------------
Functions in this table are subject to evaluation only if appropriate
 for the helicopter and/or the system is installed on the specific
 simulator.
------------------------------------------------------------------------
1. Simulator Power           .......................  ...   X    X    X
 Switch(es)
------------------------------------------------------------------------
2. Helicopter conditions
------------------------------------------------------------------------
2.a........................    Gross weight, center   ...   X    X    X
                             of gravity, fuel
                             loading and allocation
2.b........................    Helicopter systems     ...   X    X    X
                             status
2.c........................    Ground crew functions  ...   X    X    X
------------------------------------------------------------------------
3. Airports/Heliports
------------------------------------------------------------------------
3.a........................    Number and selection   ...   X    X    X
3.b........................    Runway or landing      ...   X    X    X
                             area selection
3.c........................    Landing surface        ...   X    X    X
                             conditions (rough,
                             smooth, icy, wet, dry,
                             snow)
3.d........................    Preset positions       ...   X    X    X
3.e........................    Lighting controls      ...   X    X    X
------------------------------------------------------------------------
4. Environmental controls
------------------------------------------------------------------------
4.a........................    (Reserved)
4.b........................    (Reserved)
4.c........................    Temperature            ...   X    X    X
4.d........................    Climate conditions     ...   X    X    X
4.e........................    Wind speed and         ...   X    X    X
                             direction
4.f........................    (Reserved)             ...  ...  ...  ...
------------------------------------------------------------------------

[[Page 63576]]

 
5. Helicopter system         .......................   X    X    X
 malfunctions (Insertion/
 deletion)
------------------------------------------------------------------------
6. Locks, Freezes, and Repositioning
------------------------------------------------------------------------
6.a........................    Problem (all) freeze/  ...   X    X    X
                             release
6.b........................    Position (geographic)  ...   X    X    X
                             freeze/release
6.c........................    Repositioning          ...   X    X    X
                             (locations, freezes,
                             and releases)
6.d........................    Ground speed control   ...   X    X    X
------------------------------------------------------------------------
7. Remote IOS.               .......................   X    X    X
------------------------------------------------------------------------
8. Sound Controls. On/off/   .......................   X    X    X
 adjustment
------------------------------------------------------------------------
9. Motion/Control Loading System
------------------------------------------------------------------------
9.a........................    On/off/emergency stop  ...   X    X    X
------------------------------------------------------------------------
10. Observer Seats/          .......................   X    X    X
 Stations. Position/
 Adjustment/Positive
 restraint system
------------------------------------------------------------------------

Attachment 4 to Appendix C to Part 60--Sample Documents

Table of Contents

Title of Sample

Figure C4A--Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure C4B--Attachment: FSTD Information Form
Figure C4C--Sample Qualification Test Guide Cover Page
Figure C4D--Sample Statement of Qualification--Certificate
Figure C4E--Sample Statement of Qualification--Configuration List
Figure C4F--Sample Statement of Qualification--List of Qualified 
Tasks
Figure C4G--Sample Continuing Qualification Evaluation Requirements 
Page
Figure C4H--Sample MQTG Index of Effective FSTD Directives
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BILLING CODE 491073-C

Appendix D to Part 60--Qualification Performance Standards for 
Helicopter Flight Training Devices

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

Begin Information

    This appendix establishes the standards for Helicopter Flight 
Training Device (FTD) evaluation and qualification at Level 4, Level 
5, or Level 6. The Flight Standards Service, National Simulator 
Program Manager (NSPM), is responsible for the development, 
application, and implementation of the standards contained within 
this appendix. The procedures and criteria specified in this 
appendix will be used by the NSPM, or a person or persons assigned 
by the NSPM when conducting helicopter FTD evaluations.

Table of Contents

1. Introduction.
2. Applicability (Sec.  60.1) and Applicability of sponsor rules to 
persons who are not sponsors and who are engaged in certain 
unauthorized activities (Sec.  60.2).
3. Definitions (60.3).
4. Qualification Performance Standards (Sec.  60.4).
5. Quality Management System (Sec.  60.5).
6. Sponsor Qualification Requirements (Sec.  60.7).
7. Additional Responsibilities of the Sponsor (Sec.  60.9).
8. FTD Use (Sec.  60.11).
9. FTD Objective Data Requirements (Sec.  60.13).
10. Special Equipment and Personnel Requirements for Qualification 
of the FTD (Sec.  60.14).
11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15).
12. Additional Qualifications for Currently Qualified FTDs (Sec.  
60.16).
13. Previously Qualified FTDs (Sec.  60.17).
14. Inspection, Continuing Qualification Evaluation, and Maintenance 
Requirements (Sec.  60.19).
15. Logging FTD Discrepancies (Sec.  60.20).
16. Interim Qualification of FTDs for New Helicopter Types or Models 
(Sec.  60.21).
17. Modifications to FTDs (Sec.  60.23).
18. Operations with Missing, Malfunctioning, or Inoperative 
Components (Sec.  60.25).
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification (Sec.  60.27).
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification (Sec.  60.29).
21. Record Keeping and Reporting (Sec.  60.31).
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33).
23. [Reserved]
24. Levels of FTD.
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37).
Attachment 1 to Appendix D to Part 60--General FTD Requirements.
Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) 
Objective Tests.
Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) 
Subjective Evaluation.
Attachment 4 to Appendix D to Part 60--Sample Documents.

End Information

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Related Reading References.
    (1) 14 CFR part 60
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125
    (7) 14 CFR part 135.
    (8) 14 CFR part 141
    (9) 14 CFR part 142
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category 
II Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne 
Wind Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5390--2B, Heliport Design.
    (19) AC 150/5340-19, Taxiway Centerline Lighting System.
    (20) AC 150/5340-24, Runway and Taxiway Edge Lighting System.

[[Page 63589]]

    (21) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (22) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (23) AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    (24) AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    (25) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (26) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (27) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (28) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the internet at http://www.faa.gov/atpubs.

End Information

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

2. Applicability (Sec. Sec.  60.1 & 60.2)

    There is no additional regulatory or informational material that 
applies to Sec.  60.1, Applicability, or to Sec.  60.2, 
Applicability of sponsor rules to person who are not sponsors and 
who are engaged in certain unauthorized activities.

3. Definitions (Sec.  60.3)

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

Begin Information

    See appendix F for a list of definitions and abbreviations from 
part 1, part 60, and the QPS appendices of part 60.

End Information

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

4. Qualification Performance Standards (Sec.  60.4)

    There is no additional regulatory or informational material that 
applies to Sec.  60.4, Qualification Performance Standards.

5. Quality Management System (Sec.  60.5)

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

Begin Information

    Additional regulatory material and informational material 
regarding Quality Management Systems for FTDs may be found in 
appendix E of this part.

End Information

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

6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FTD, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the helicopter simulated 
during the 12-month period described. The identification of the 
specific FTD may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FTD at least once during the prescribed period. There is no minimum 
number of hours or minimum FTD periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FTD for its own 
use, in its own facility or elsewhere --this single FTD forms the 
basis for the sponsorship. The sponsor uses that FTD at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the helicopter simulated. This 12-month period 
is established according to the following schedule:
    (i) If the FTD was qualified prior to October 30, 2007 the 12-
month period begins on the date of the first continuing 
qualification evaluation conducted in accordance with Sec.  60.19 
after October 30, 2007 and continues for each subsequent 12-month 
period;
    (ii) A device qualified on or after October 30, 2007 will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FTD use required.
    (c) The identification of the specific FTD may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FTDs, in its 
facility or elsewhere. Each additionally sponsored FTD must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec.  
60.7(d)(1));
     OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
helicopter simulated (as described in Sec.  60.7(d)(1)). This 12-
month period is established in the same manner as in example one.
     OR
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the helicopter not the subject FTD or another 
FTD, during the preceding 12-month period) stating that the subject 
FTD's performance and handling qualities represent the helicopter 
(as described in Sec.  60.7(d)(2)). This statement is provided at 
least once in each 12-month period established in the same manner as 
in example one.
    (b) There is no minimum number of hours of FTD use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, record keeping, QMS program).
    (c) All of the FTDs in the Chicago and Moscow centers could be 
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FTDs in the Chicago and 
Moscow centers) because--
    (i) Each FTD in the Chicago center and each FTD in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the helicopter (as described in Sec.  
60.7(d)(1));
     OR
    (ii) A statement is obtained from a qualified pilot (having 
flown the helicopter, not the subject FTD or another FTD during the 
preceding 12-month period) stating that the performance and handling 
qualities of each FTD in the Chicago and Moscow centers represents 
the helicopter (as described in Sec.  60.7(d)(2)).

End Information

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

7. Additional Responsibilities of the Sponsor (Sec.  60.9)

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

Begin Information

    The phrase ``as soon as practicable'' in Sec.  60.9(a) means 
without unnecessarily disrupting or delaying beyond a reasonable 
time the training, evaluation, or experience being conducted in the 
FSTD.

End Information

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

8. FTD Use (Sec.  60.11)

    There is no additional regulatory or informational material that 
applies to Sec.  60.11, FTD Use.

9. FTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

    a. Flight test data used to validate FTD performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center 
of gravity.
    (v) The data to be gathered.

[[Page 63590]]

    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table D2F.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FTD validation process;
    (2) In a manner that is clearly readable and annotated correctly 
and completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table D2A appendix.
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or helicopter systems related data is available 
if this data is used to program and operate a qualified FTD. The 
data referred to in this sub-section are those data that are used to 
validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued. 
This notification must be made within 10 working days.

End QPS Requirements

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

Begin Information

    e. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and if appropriate, with 
the person having supplied the aircraft data package for the FTD in 
order to facilitate the notification described in this paragraph.
    f. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (a validation data 
roadmap) containing the plan for acquiring the validation data, 
including data sources. This document should clearly identify 
sources of data for all required tests, a description of the 
validity of these data for a specific engine type and thrust rating 
configuration, and the revision levels of all avionics affecting the 
performance or flying qualities of the aircraft. Additionally, this 
document should provide other information such as the rationale or 
explanation for cases where data or data parameters are missing, 
instances where engineering simulation data are used, or where 
flight test methods require further explanations. It should also 
provide a brief narrative describing the cause and effect of any 
deviation from data requirements. The aircraft manufacturer may 
provide this document.
    g. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FTD evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FTD and discuss the flight 
test plan anticipated for acquiring such data with the NSPM well in 
advance of commencing the flight tests.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu 
of a time-history result, Attachment 2 requires the sponsor or other 
data provider to ensure that a steady state condition exists at the 
instant of time captured by the ``snapshot.'' This is often verified 
by showing that a steady state condition existed from some period of 
time during which the snap shot is taken. The time period most 
frequently used is 5 seconds prior through 2 seconds following the 
instant of time captured by the snap shot. This paragraph is 
primarily addressing the source data and the method by which the 
data provider ensures that the steady state condition for the snap 
shot is representative.
    i. The NSPM will consider, on a case-by-case basis, whether or 
not to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

10. Special Equipment and Personnel Requirements for Qualification of 
the FTD (Sec.  60.14)

Begin Information

    a. In the event that the NSPM determines that special equipment 
or specifically qualified persons will be required to conduct an 
evaluation, the NSPM will make every attempt to notify the sponsor 
at least one (1) week, but in no case less than 72 hours, in advance 
of the evaluation. Examples of special equipment include flight 
control measurement devices, accelerometers, or oscilloscopes. 
Examples of specially qualified personnel include individuals 
specifically qualified to install or use any special equipment when 
its use is required.
    b. Examples of a special evaluation include an evaluation 
conducted after an FTD is moved; at the request of the TPAA; or as a 
result of comments received from FTD users that raise questions 
regarding the continued qualification or use of the FTD.

End Information

11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2 (Level 4 FTDs do not require objective tests); and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a qualification test guide (QTG), 
acceptable to the NSPM, that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the applicable QPS.
    (c) The result of FTD subjective tests prescribed in the 
applicable QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph a(3) of this section, must 
provide the documented proof of compliance with the FTD objective 
tests in Attachment 2,Table D2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for conducting automatic 
and manual tests;
    (3) A means of comparing the FTD test results to the objective 
data;
    (4) Any other information as necessary to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FTD.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure D4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. 
This page will be used by

[[Page 63591]]

the NSPM to establish and record the frequency with which continuing 
qualification evaluations must be conducted and any subsequent 
changes that may be determined by the NSPM in accordance with Sec.  
60.19. See Attachment 4, Figure D4G, for a sample Continuing 
Qualification Evaluation Requirements page.
    (3) An FTD information page that provides the information listed 
in this paragraph, if applicable (see Attachment 4, Figure D4B, for 
a sample FTD information page). For convertible FTDs, the sponsor 
must submit a separate page for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The engine model(s) and its data revision number or 
reference.
    (e) The flight control data revision number or reference.
    (f) The flight management system identification and revision 
level.
    (g) The FTD model and manufacturer.
    (h) The date of FTD manufacture.
    (i) The FTD computer identification.
    (j) The visual system model and manufacturer, including display 
type.
    (k) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FTD to comply with the 
requirement, a rationale explaining how the referenced material is 
used, mathematical equations and parameter values used, and the 
conclusions reached; i.e., that the FTD complies with the 
requirement. Refer to the ``General FTD Requirements'' column, Table 
D1A, in Attachment 1, or in the ``Alternative Data Sources, 
Procedures, and Instrumentation'' column, Table D2F, in Attachment 
2, to see when SOCs are required.
    (9) Recording procedures or equipment required to accomplish the 
objective tests.
    (10) The following information for each objective test 
designated in Attachment 2, as applicable to the qualification level 
sought:
    (a) Name of the test.
    (b) Objective of the test.
    (c) Initial conditions.
    (d) Manual test procedures.
    (e) Automatic test procedures (if applicable).
    (f) Method for evaluating FTD objective test results.
    (g) List of all relevant parameters driven or constrained during 
the automatic test(s).
    (h) List of all relevant parameters driven or constrained during 
the manual test(s).
    (i) Tolerances for relevant parameters.
    (j) Source of Validation Data (document and page number).
    (k) Copy of the Validation Data (if located in a separate 
binder, a cross reference for the identification and page number for 
pertinent data location must be provided).
    (l) FTD Objective Test Results as obtained by the sponsor. Each 
test result must reflect the date completed and must be clearly 
labeled as a product of the device being tested.
    f. A convertible FTD is addressed as a separate FTD for each 
model and series helicopter to which it will be converted and for 
the FAA qualification level sought. The NSPM will conduct an 
evaluation for each configuration. If a sponsor seeks qualification 
for two or more models of a helicopter type using a convertible FTD, 
the sponsor must provide a QTG for each helicopter model, or a 
supplemented QTG for each helicopter model. The NSPM will conduct 
evaluations for each helicopter model.
    g. The form and manner of presentation of objective test results 
in the QTG must include the following:
    (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FTD results must be labeled using terminology common to 
helicopter parameters as opposed to computer software 
identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table D2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FTD test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between FTD and helicopter with respect to time. Time histories 
recorded via a line printer are to be clearly identified for cross-
plotting on the helicopter data. Over-plots must not obscure the 
reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FTD 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FTD is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD 
location.
    j. All FTDs for which the initial qualification is conducted 
after October 30, 2013 must have an electronic MQTG (eMQTG) 
including all objective data obtained from helicopter testing, or 
another approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FTD (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have 
an electronic copy of the MQTG by and after October 30, 2013. A copy 
of the eMQTG must be provided to the NSPM. This may be provided by 
an electronic scan presented in a Portable Document File (PDF), or 
similar format acceptable to the NSPM.

End QPS Requirements

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

Begin Information

    l. Only those FTDs that are sponsored by a certificate holder as 
defined in appendix F will be evaluated by the NSPM. However, other 
FTD evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    m. The NSPM will conduct an evaluation for each configuration, 
and each FTD must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FTD is subjected to the 
general FTD requirements in Attachment 1, the objective tests listed 
in Attachment 2, and the subjective tests listed in Attachment 3 of 
this appendix. The evaluations described herein will include, but 
not necessarily be limited to the following:
    (1) Helicopter responses, including longitudinal and lateral-
directional control responses (see Attachment 2 of this appendix);
    (2) Performance in authorized portions of the simulated 
helicopter's operating envelope, to include tasks evaluated by the 
NSPM in the areas of surface operations, takeoff, climb, cruise, 
descent, approach and landing, as well as abnormal and emergency 
operations (see Attachment 2 of this appendix);
    (3) Control checks (see Attachment 1 and Attachment 2 of this 
appendix);
    (4) Cockpit configuration (see Attachment 1 of this appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Helicopter systems and sub-systems (as appropriate) as 
compared to the helicopter simulated (see attachment 1 and 
attachment 3 of this appendix);
    (7) FTD systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and

[[Page 63592]]

    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    n. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FTD by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FTD performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a 
typical utilization period;
    (b) Determining that the FTD satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FTD controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    o. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FTD validation and are not to be confused with design 
tolerances specified for FTD manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    p. In addition to the scheduled continuing qualification 
evaluation, each FTD is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FTD for the conduct of objective and 
subjective tests and an examination of functions) if the FTD is not 
being used for flight crewmember training, testing, or checking. 
However, if the FTD were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FTD evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FTD along with the student(s) and observing the operation 
of the FTD during the training, testing, or checking activities.
    q. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the qualification level requested but do support a lower 
level, the NSPM may qualify the FTD at a lower level.
    r. After an FTD is successfully evaluated, the NSPM issues a 
statement of qualification (SOQ) to the sponsor, The NSPM recommends 
the FTD to the TPAA, who will approve the FTD for use in a flight 
training program. The SOQ will be issued at the satisfactory 
conclusion of the initial or continuing qualification. However, it 
is the sponsor's responsibility to obtain TPAA approval prior to 
using the FTD in an FAA-approved flight training program.
    s. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure D4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    t. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FTD Objective Tests, Table D2A.
    u. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    v. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include approaches to and departures from slopes and 
pinnacles.

End Information

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

12. Additional Qualifications for Currently Qualified FTDs (Sec.  
60.16)

    There is no additional regulatory or informational material that 
applies to Sec.  60.16, Additional Qualifications for a Currently 
Qualified FTD.

13. Previously Qualified FTDs (Sec.  60.17)

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FTD from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FTD will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FTD from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FTD is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. FTDs qualified prior to October 30, 2007, are not required to 
meet the general FTD requirements, the objective test requirements, 
and the subjective test requirements of Attachments 1, 2, and 3, 
respectively, of this appendix.
    c. [Reserved]

End QPS Requirements

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

Begin Information

    d. Other certificate holders or persons desiring to use an FTD 
may contract with FTD sponsors to use FTDs previously qualified at a 
particular level for a helicopter type and approved for use within 
an FAA-approved flight training program. Such FTDs are not required 
to undergo an additional qualification process, except as described 
in Sec.  60.16.
    e. Each FTD user must obtain approval from the appropriate TPAA 
to use any FTD in an FAA-approved flight training program.
    f. The intent of the requirement listed in Sec.  60.17(b), for 
each FTD to have a Statement of Qualification within 6 years, is to 
have the availability of that statement (including the configuration 
list and the limitations to authorizations) to provide a complete 
picture of the FTD inventory regulated by the FAA. The issuance of 
the statement will not require any additional evaluation or require 
any adjustment to the evaluation basis for the FTD.
    g. Downgrading of an FTD is a permanent change in qualification 
level and will necessitate the issuance of a revised Statement of 
Qualification to reflect the revised qualification level, as 
appropriate. If a temporary restriction is placed on an FTD because 
of a missing, malfunctioning, or inoperative component or on-going 
repairs, the restriction is not a permanent change in qualification 
level. Instead, the restriction is temporary and is removed when the 
reason for the restriction has been resolved.
    h. It is not the intent of the NSPM to discourage the 
improvement of existing simulation (e.g., the ``updating'' of a 
control loading system, or the replacement of the IOS with a more 
capable unit) by requiring the ``updated'' device to meet the 
qualification standards current at the time of the update. Depending 
on the extent of the update, the NSPM may require that the updated 
device be evaluated and may require that an evaluation include all 
or a portion of the elements of an initial evaluation. However, the 
standards against which the device would be evaluated are those that 
are found in the MQTG for that device.
    i. The NSPM will determine the evaluation criteria for an FTD 
that has been removed from active status for a prolonged period. The 
criteria will be based on the number of continuing qualification 
evaluations and quarterly inspections missed during the period of 
inactivity. For example, if the FTD were out of service for a 1 year 
period, it would be necessary to complete the entire

[[Page 63593]]

QTG, since all of the quarterly evaluations would have been missed. 
The NSPM will also consider how the FTD was stored, whether parts 
were removed from the FTD and whether the FTD was disassembled.
    j. The FTD will normally be requalified using the FAA-approved 
MQTG and the criteria that was in effect prior to its removal from 
qualification. However, inactive periods of 2 years or more will 
require re-qualification under the standards in effect and current 
at the time of requalification.

End Information

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

Begin QPS Requirement

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection in this sequence must be developed by the 
sponsor and must be acceptable to the NSPM.
    b. The description of the functional preflight inspection must 
be contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FTD discrepancy log 
book or other acceptable location, including any item found to be 
missing, malfunctioning, or inoperative.

End QPS Requirements

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

Begin Information

    d. The sponsor's test sequence and the content of each quarterly 
inspection required in Sec.  60.19(a)(1) should include a balance 
and a mix from the objective test requirement areas listed as 
follows:
    (1) Performance.
    (2) Handling qualities.
    (3) Motion system (where appropriate).
    (4) Visual system (where appropriate).
    (5) Sound system (where appropriate).
    (6) Other FTD systems.
    e. If the NSP evaluator plans to accomplish specific tests 
during a normal continuing qualification evaluation that requires 
the use of special equipment or technicians, the sponsor will be 
notified as far in advance of the evaluation as practical; but not 
less than 72 hours. Examples of such tests include latencies and 
control sweeps.
    f. The continuing qualification evaluations described in Sec.  
60.19(b) will normally require 4 hours of FTD time. However, 
flexibility is necessary to address abnormal situations or 
situations involving aircraft with additional levels of complexity 
(e.g., computer controlled aircraft). The sponsor should anticipate 
that some tests may require additional time. The continuing 
qualification evaluations will consist of the following:
    (1) Review of the results of the quarterly inspections conducted 
by the sponsor since the last scheduled continuing qualification 
evaluation.
    (2) A selection of approximately 8 to 15 objective tests from 
the MQTG that provide an adequate opportunity to evaluate the 
performance of the FTD. The tests chosen will be performed either 
automatically or manually and should be able to be conducted within 
approximately one-third (\1/3\) of the allotted FTD time.
    (3) A subjective evaluation of the FTD to perform a 
representative sampling of the tasks set out in attachment 3 of this 
appendix. This portion of the evaluation should take approximately 
two-thirds (\2/3\) of the allotted FTD time.
    (4) An examination of the functions of the FTD may include the 
motion system, visual system, sound system as applicable, instructor 
operating station, and the normal functions and simulated 
malfunctions of the simulated helicopter systems. This examination 
is normally accomplished simultaneously with the subjective 
evaluation requirements.
    g. The requirement established in Sec.  60.19(b)(4) regarding 
the frequency of NSPM-conducted continuing qualification evaluations 
for each FTD is typically 12 months. However, the establishment and 
satisfactory implementation of an approved QMS for a sponsor will 
provide a basis for adjusting the frequency of evaluations to exceed 
12-month intervals.

End Information

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

15. Logging FTD Discrepancies (Sec.  60.20).

    There is no additional regulatory or informational material that 
applies to Sec.  60.20. Logging FTD Discrepancies.

16. Interim Qualification of FTDs for New Helicopter Types or Models 
(Sec.  60.21).

    There is no additional regulatory or informational material that 
applies to Sec.  60.21, Interim Qualification of FTDs for New 
Helicopter Types or Models.
    17. Modifications to FTDs (Sec.  60.23).
----------------------------------------------------------------

Begin QPS Requirements

    a. The notification described in Sec.  60.23(c)(2) must include 
a complete description of the planned modification, with a 
description of the operational and engineering effect the proposed 
modification will have on the operation of the FTD and the results 
that are expected with the modification incorporated.
    b. Prior to using the modified FTD:
    (1) All the applicable objective tests completed with the 
modification incorporated, including any necessary updates to the 
MQTG (e.g., accomplishment of FSTD Directives) must be acceptable to 
the NSPM; and
    (2) The sponsor must provide the NSPM with a statement signed by 
the MR that the factors listed in Sec.  60.15(b) are addressed by 
the appropriate personnel as described in that section.

End QPS Requirements

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

Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4, Figure D4H for a sample index of effective FSTD 
Directives.

End Information

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

18. Operation With Missing, Malfunctioning, or Inoperative Components 
(Sec.  60.25).

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FTD, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. If the 29th or 30th day of the 30-day period described in 
Sec.  60.25(b) is on a Saturday, a Sunday, or a holiday, the FAA 
will extend the deadline until the next business day.
    c. In accordance with the authorization described in Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FTD. Repairs having a larger impact on the FTD's ability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

21. Recordkeeping and Reporting (Sec.  60.31).

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

Begin QPS Requirements

    a. FTD modifications can include hardware or software changes. 
For FTD modifications involving software programming changes, the 
record required by Sec.  60.31(a)(2) must consist

[[Page 63594]]

of the name of the aircraft system software, aerodynamic model, or 
engine model change, the date of the change, a summary of the 
change, and the reason for the change.
    b. If a coded form for record keeping is used, it must provide 
for the preservation and retrieval of information with appropriate 
security or controls to prevent the inappropriate alteration of such 
records after the fact.

End QPS Requirements

----------------------------------------------------------------
    22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33).
    There are no additional QPS requirements or informational 
material that apply to Sec.  60.33, Applications, Logbooks, Reports, 
and Records: Fraud, Falsification, or Incorrect Statements.

23. [Reserved].

24. Levels of FTD.

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

Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are 
fully defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open helicopter-specific 
flight deck area, or an enclosed helicopter-specific cockpit and at 
least one operating system with air/ground logic (no aerodynamic 
programming required).
    (2) Level 5. A device that may have an open helicopter-specific 
flight deck area, or an enclosed helicopter-specific cockpit and a 
generic aerodynamic program with at least one operating system and 
control loading that is representative of the simulated helicopter 
only at an approach speed and configuration.
    (3) Level 6. A device that has an enclosed helicopter-specific 
cockpit and aerodynamic program with all applicable helicopter 
systems operating and control loading that is representative of the 
simulated helicopter throughout its ground and flight envelope and 
significant sound representation.

End Information

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

25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37).

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

Begin Information

    There are no additional QPS requirements or informational 
material that apply to Sec.  60.37, FSTD Qualification on the Basis 
of a Bilateral Aviation Safety Agreement (BASA).

End Information

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

Attachment 1 to Appendix D to Part 60--General FTD Requirements

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with a Statement of Compliance and Capability (SOC), which 
may include objective and subjective tests. The SOC will confirm 
that the requirement was satisfied, and describe how the requirement 
was met. The requirements for SOCs and tests are indicated in the 
``General FTD Requirements'' column in Table D1A of this appendix.
    b. Table D1A describes the requirements for the indicated level 
of FTD. Many devices include operational systems or functions that 
exceed the requirements outlined in this section. In any event, all 
systems will be tested and evaluated in accordance with this 
appendix to ensure proper operation.

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general requirements for 
qualifying Level 4 through Level 6 FTDs. The sponsor should also 
consult the objectives tests in Attachment 2 and the examination of 
functions and subjective tests listed in Attachment 3 to determine 
the complete requirements for a specific level FTD.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General Cockpit Configuration.
    (2) Programming.
    (3) Equipment Operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion System.
    (6) Visual System.
    (7) Sound System.
    c. Table D1A provides the standards for the General FTD 
Requirements.

End Information

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

                                      Table D1A.--Minimum FTD Requirements
----------------------------------------------------------------------------------------------------------------
                            <<<QPS requirements >>>
-------------------------------------------------------------------------------
                                                                FTD Level            <<Information>>  Notes
          No.                General FTD requirements     ---------------------
                                                             4      5      6
----------------------------------------------------------------------------------------------------------------
1. General Cockpit Configuration
----------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------


                                      Table D1A.--Minimum FTD Requirements
----------------------------------------------------------------------------------------------------------------
                            <<<QPS requirements >>>
-------------------------------------------------------------------------------
                                                                FTD Level            <<Information>>  Notes
          No.                General FTD requirements     ---------------------
                                                             4      5      6
----------------------------------------------------------------------------------------------------------------
1.a....................  The FTD must have a cockpit that  .....  .....     X   For FTD purposes, the cockpit
                          is a replica of the helicopter,                        consists of all that space
                          or set purposes, the of                                forward of a cross section of
                          helicopters simulated with                             the fuselage at the most
                          controls, equipment, observable                        extreme aft setting of the
                          cockpit indicators, circuit                            pilots' seats including
                          breakers, and bulkheads                                additional, required crewmember
                          properly located, functionally                         duty stations and those
                          accurate and replicating the                           required bulkheads aft of the
                          helicopter or set of                                   pilot seats.
                          helicopters. The direction of
                          movement of controls and
                          switches must be identical to
                          that in the helicopters or set
                          of helicopters. Crewmember
                          seats must afford the
                          capability for the occupant to
                          be able to achieve the design
                          ``eye position'' for specific
                          helicopters, or to approximate
                          such a position for a generic
                          set of helicopters.
----------------------------------------------------------------------------------------------------------------

[[Page 63595]]

 
2.b....................  The FTD must have equipment          X      X   .....
                          (i.e., instruments, panels,
                          systems, and controls)
                          simulated sufficiently for the
                          authorized training/checking
                          events to be accomplished. The
                          installed equipment, must be
                          locted in a spatially correct
                          configuration, and may be in a
                          cockpit or an open flight deck
                          area. Actuation of this
                          equipment must replicate the
                          appropriate function in the
                          helicopter.
----------------------------------------------------------------------------------------------------------------
3.c....................  Circuit breakers must function    .....     X      X
                          accurately when they are
                          involved in operating
                          procedures or malfunctions
                          requiring or involving flight
                          crew response.
                         Level 6 devices must have
                          installed circuit breakers
                          properly located in the FTD
                          cockpit..
----------------------------------------------------------------------------------------------------------------
4. Programming
----------------------------------------------------------------------------------------------------------------
4.a....................  The FTD must provide the proper   .....     X      X
                          effect of aerodynamic changes
                          for the combinations of drag
                          and thrust normally encountered
                          in flight. This must include
                          the effect of change in
                          helicopter attitude, thrust,
                          drag, altitude, temperature,
                          and configuration.
                         Level 6 additionally requires
                          the effects of changes in gross
                          weight and center of gravity..
                         Level 5 requires only generic
                          aerodynamic programming..
----------------------------------------------------------------------------------------------------------------
4.b....................  The FTD must have computer           X      X      X
                          (analog or digital) capability
                          (i.e., capacity, accuracy,
                          resolution, and dynamic
                          response) needed to meet the
                          qualification level sought.
----------------------------------------------------------------------------------------------------------------
4.c....................  The FTD hardware and programming     X      X      X
                          must be updated within 6 months
                          of any helicopter modifications
                          or data releases (or any such
                          modification or data releases
                          applicable to the set of
                          helicopters) unless, with prior
                          coordination, the NSPM
                          authorizes otherwise.
----------------------------------------------------------------------------------------------------------------

[[Page 63596]]

 
4.d....................  Related responses of the cockpit  .....     X      X
                          instruments (and the visual and
                          motion systems, if installed
                          and training, testing, or
                          checking credits are being
                          sought) must be coupled closely
                          to provide integrated sensory
                          cues.
                         The instruments (and the visual
                          and motion systems, if
                          installed, and training,
                          testing, or checking credits
                          are being sought) must respond
                          to abrupt input at the pilot's
                          position within the allotted
                          time, but not before the time,
                          when the helicopter or set of
                          helicopters would respond under
                          the same conditions. (If a
                          visual system is installed and
                          training, testing, or checking
                          credits are sought, the visual
                          scene changes from steady state
                          disturbance must occur within
                          the appropriate system dynamic
                          response limt but not before
                          the instrument response (and
                          not before the motion system
                          onset if a motion system is
                          installed))..
                         A demonstration is required and
                          must simultaneously record: The
                          analog out put from the pilot's
                          control column, wheel, and
                          pedals; and the output signal
                          to the pilot's attitude
                          indicator. These recordings
                          must be compared to helicopter
                          response data in the following
                          configurations: Takeoff,
                          cruise, and approach or
                          landing. The results must be
                          recorded in the QTG.
                          Additionally, if a visual
                          system is installed and
                          training, testing, or checking
                          credit are sought, the output
                          signal to the visual system
                          disply (including visual system
                          analog delays must be
                          recorded); and if a motion
                          system is installed and
                          training, testing, or checking
                          credits are sought, the output
                          from an accelerometer attached
                          to the motion system platform
                          located at an acceptable
                          location near the pilots'
                          seates is also required..
----------------------------------------------------------------------------------------------------------------
5. Equipment Operation
----------------------------------------------------------------------------------------------------------------
5.a....................  All relevant instrument           .....     X      X
                          indications involved in the
                          simulation of the helicopter
                          (or set of helicopters) must
                          automatically respond to
                          control movement or external
                          disturbances to the simulated
                          helicopter or set of
                          helicopters; e.g., turbulence
                          or winds.
----------------------------------------------------------------------------------------------------------------
5.b....................  Navigation equipment must be      .....     X      X
                          installed and operate within
                          the tolerances applicable for
                          the helicopter or set of
                          helicopters.
                         Level 5 only needs that
                          navigation equipment necesary
                          to fly an instrument approach.
                          Level 6 must also include
                          communication equipment (inter-
                          phone and air/ground) like that
                          in the helicopter, or set of
                          helicopters, and, if
                          appropriate to the operation
                          being conducted, an oxygen mask
                          microphone system..
----------------------------------------------------------------------------------------------------------------
5.c....................  Installed systems must simulate      X      X      X
                          the applicable helicopter (or
                          set of helicopters) system
                          operation both on the ground
                          and in flight. At least one
                          helicopter system must be
                          represented. Systems must be
                          operative to the extent that
                          applicable normal, abnormal,
                          and emergency operating
                          procedures included in the
                          sponor's training programs can
                          be accomplished.
                         Level 6 must simulate all
                          applicable helicopter flight,
                          navigation, and systems
                          operation. Level 5 must have
                          functional flight and
                          navigational controls,
                          displays, and instrumentation..
----------------------------------------------------------------------------------------------------------------
5.d....................  The lighting environment for         X      X      X
                          panels and instruments must be
                          sufficient for the operation
                          being conducted.
----------------------------------------------------------------------------------------------------------------

[[Page 63597]]

 
5.e....................  The FTD must provide control      .....  .....     X
                          forces and control travel that
                          correspond to the replicated
                          helicopter or set of
                          helicopters. Control forces
                          must react in the same manner
                          as in the helicopter or set of
                          helicopters under the same
                          flight conditions.
----------------------------------------------------------------------------------------------------------------
5.f....................  The FTD must provide control      .....     X
                          forces and control travel of
                          sufficient precision to
                          manually fly an instrument
                          approach. The control forces
                          must react in the same manner
                          as in the helicopter or set of
                          helicopters under the same
                          flight conditions.
----------------------------------------------------------------------------------------------------------------
6. Instructor or Evaluator Facilities
----------------------------------------------------------------------------------------------------------------
6.a....................  In addition to the flight            X      X      X   These seats need not be a
                          crewmember stations, suitable                          replica of an aircraft seat and
                          seating arrangements for an                            may be as simple as an office
                          instructor/check airman and FAA                        chair placed in an appropriate
                          Inspector must be available.                           position.
                          These seats must provide
                          adequate view of crewmember's
                          panel(s).
----------------------------------------------------------------------------------------------------------------
6.b....................  The FTD must have instructor         X      X      X
                          controls that permit activation
                          of norma, abnormal, and
                          emergency conditions, as may be
                          appropriate. Once activated,
                          proper system operation must
                          result from system management
                          by the crew and not require
                          input from the instructor
                          controls.
----------------------------------------------------------------------------------------------------------------
7. Motion System
----------------------------------------------------------------------------------------------------------------
7.a....................  The FTD may have a motion            X      X      X
                          system; if desired, although it
                          is not required.
                         If installed, the motion system
                          operation may not be
                          distracting. The motion system
                          standards set out in QPS FAA-S-
                          120-40C for at least Level A
                          simulators is acceptable..
----------------------------------------------------------------------------------------------------------------
8. Visual System
----------------------------------------------------------------------------------------------------------------
8.a....................  The FTD may have a visual            X      X      X
                          system; if desired, although it
                          is not required. If a visual
                          system is installed, it must
                          meet the following criteria:
                         (1) Sinle channel, uncollimated
                          display is acceptable..
                         (2) Minimum field of view:
                          18[deg] vertical/24[deg]
                          horizontal for the pilot
                          flying..
                         (3) Maximum paralax error:
                          10[deg] per pilot..
                         (4) Scene content may not be
                          distracting..
                         (5) Minimum distance from the
                          pilot's eye position to the
                          surface of a direct view
                          display may not be less than
                          the distance to any front panel
                          instrument..
                         (6) Minimum resolution of 5 arc-
                          min. for both computed and
                          displayed pixel size..
                         (7) Maximum latency or through-
                          put must not exceed 300
                          milliseconds..
                         A statement of capability is
                          required..
                         A demonstration of latency or
                          through-put is required..
                         Visual system standards set out
                          in QPS FAA-S-120-40C, for at
                          least Level A simulators is
                          acceptable. However, if
                          additional authorizations
                          (training, testing, or checking
                          credits) are sought that
                          require the use of a visual
                          systems, the Level A simulator
                          visual system standards apply..
----------------------------------------------------------------------------------------------------------------
 9. Sound System
----------------------------------------------------------------------------------------------------------------
9.a....................  The FTD must simulate             .....  .....     X
                          significant cockpit sounds
                          resulting from pilot actions
                          that correspond to those heard
                          in the helicopter.
----------------------------------------------------------------------------------------------------------------


[[Page 63598]]

Attachment 2 to Appendix D to Part 60--Flight Training Device (FTD) 
Objective Tests

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

Begin QPS Requirements

1. Test Requirements

    a. The ground and flight tests required for qualification are 
listed in Table D2A Objective Evaluation. Computer generated FTD 
test results must be provided for each test except where an 
alternate test is specifically authorized by the NSPM. If a flight 
condition or operating condition is required for the test but does 
not apply to the helicopter being simulated or to the qualification 
level sought, it may be disregarded (e.g., engine out climb 
capability for a single-engine helicopter). Each test result is 
compared against the validation data described in Sec.  60.13, and 
in appendix B. The results must be produced on an appropriate 
recording device acceptable to the NSPM and must include FTD number, 
date, time, conditions, tolerances, and appropriate dependent 
variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table D2A. All 
results must be labeled using the tolerances and units given.
    b. Table D2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for FTD validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to FTD performance. When 
two tolerance values are given for a parameter, the less restrictive 
may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In Table D2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment must not be limited to a single parameter. For example, 
data that exhibit rapid variations of the measured parameters may 
require interpolations or a ``best fit'' data section. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation. When it is difficult or 
impossible to match FTD to helicopter data throughout a time 
history, differences must be justified by providing a comparison of 
other related variables for the condition being assessed.
    e. It is not acceptable to program the FTD so that the 
mathematical modeling is correct only at the validation test points. 
Unless noted otherwise, tests must represent helicopter performance 
and handling qualities at operating weights and centers of gravity 
(CG) typical of normal operation. If a test is supported by aircraft 
data at one extreme weight or CG, another test supported by aircraft 
data at mid-conditions or as close as possible to the other extreme 
is necessary. Certain tests that are relevant only at one extreme CG 
or weight condition need not be repeated at the other extreme. The 
results of the tests for Level 6 are expected to be indicative of 
the device's performance and handling qualities throughout all of 
the following:
    (1) The helicopter weight and CG envelope;
    (2) The operational envelope; and
    (3) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective helicopter or 
set of helicopters.
    f. When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example, to show that control force is within the parameters for a 
static stability test, data to show the correct airspeed, power, 
thrust or torque, helicopter configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the helicopter, but airspeed, altitude, control 
input, helicopter configuration, and other appropriate data must 
also be given. If comparing landing gear change dynamics, pitch, 
airspeed, and altitude may be used to establish a match to the 
helicopter, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
FTD will be set up and operated for each test. Each FTD subsystem 
may be tested independently, but overall integrated testing of the 
FTD must be accomplished to assure that the total FTD system meets 
the prescribed standards. A manual test procedure with explicit and 
detailed steps for completing each test must also be provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.''
    i. For previously qualified FTDs, the tests and tolerances of 
this attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a 
proposed MQTG revision to the NSPM and has received NSPM approval.
    j. Tests of handling qualities must include validation of 
augmentation devices. FTDs for highly augmented helicopters will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. For those performance and static handling 
qualities tests where the primary concern is control position in the 
unaugmented configuration, unaugmented data are not required if the 
design of the system precludes any affect on control position. In 
those instances where the unaugmented helicopter response is 
divergent and non-repeatable, it may not be feasible to meet the 
specified tolerances. Alternative requirements for testing will be 
mutually agreed upon by the sponsor and the NSPM on a case-by-case 
basis.
    k. Some tests will not be required for helicopters using 
helicopter hardware in the FTD cockpit (e.g., ``helicopter modular 
controller''). These exceptions are noted in Section 2 ``Handling 
Qualities'' in Table D2A of this attachment. However, in these 
cases, the sponsor must provide a statement that the helicopter 
hardware meets the appropriate manufacturer's specifications and the 
sponsor must have supporting information to that fact available for 
NSPM review.
    l. For objective test purposes, ``Near maximum'' gross weight is 
a weight chosen by the sponsor or data provider that is not less 
than the basic operating weight (BOW) of the helicopter being 
simulated plus 80% of the difference between the maximum 
certificated gross weight (either takeoff weight or landing weight, 
as appropriate for the test) and the BOW. ``Light'' gross weight is 
a weight chosen by the sponsor or data provider that is not more 
than 120% of the BOW of the helicopter being simulated or as limited 
by the minimum practical operating weight of the test helicopter. 
``Medium'' gross weight is a weight chosen by the sponsor or data 
provider that is approximately <plus-minus>10% of the average of the 
numerical values of the BOW and the maximum certificated gross 
weight. (Note: BOW is the empty weight of the aircraft plus the 
weight of the following: Normal oil quantity; lavatory servicing 
fluid; potable water; required crewmembers and their baggage; and 
emergency equipment. (References: Advisory Circular 120-27, 
``Aircraft Weight and Balance;'' and FAA-H-8083-1, ``Aircraft Weight 
and Balance Handbook.'').

[[Page 63599]]



                            Table D2A.--Flight Training Device (FTD) Objective Tests
----------------------------------------------------------------------------------------------------------------
   <<< QPS Requirements >>>                                                          FTD Level    << Information
------------------------------                                                    --------------        >>
             Test                 Tolerances          Flight        Test details                ----------------
------------------------------                      conditions                       5      6
    No.            Title                                                                              Notes
----------------------------------------------------------------------------------------------------------------
1. Performance
----------------------------------------------------------------------------------------------------------------
1.a Engine Assessment
----------------------------------------------------------------------------------------------------------------
1.a.1......  Start Operations
1.a.1.a....  Engine start and  Light Off Time--  Ground with the  Record each      .....     X   ...............
              acceleration      <plus-minus>10%   Rotor Brake      engine start
              (transient).      or <plus-         Used and Not     from the
                                minus>1           Used.            initiation of
                                sec.Torque--<pl                    the start
                                us-                                sequence to
                                minus>5%Rotor                      steady state
                                Speed--<plus-                      idle and from
                                minus>3% Fuel                      steady state
                                Flow--<plus-                       idle to
                                minus>10% Gas                      operating RPM.
                                Generator
                                Speed--<plus-
                                minus>5% Power
                                TurbineSpeed--<
                                plus-minus>5%
                                Gas
                                TurbineTemp.--<
                                plus-
                                minus>30[deg]C.
1.a.1.b....  Steady State      Torque--<plus-    Ground.........  Record both         X      X   ...............
              Idle and          minus>3% Rotor                     steady state
              Operating RPM     Speed--<plus-                      idle and
              conditions.       minus>1.5% Fuel                    operating RPM
                                Flow--<plus-                       conditions.
                                minus>5% Gas                       May be a
                                Generator                          series of
                                Speed--<plus-                      snapshot tests.
                                minus>2% Power
                                Turbine Speed--
                                <plus-minus>2%
                                Turbine Gas
                                Temp.--<plus-
                                minus>20[deg]C.
1.a.2......  Power Turbine     <plus-minus>10%   Ground.........  Record engine    .....     X   ...............
              Speed Trim.       of total change                    response to
                                of power                           trim system
                                turbine speed.                     actuation in
                                                                   both
                                                                   directions.
1.a.3......  Engine and Rotor  Torque--<plus-    1) Climb.......  Record results   .....     X   ...............
              Speed Governing.  minus>5% Rotor   2) Descent.....   using a step
                                Speed--<plus-                      input to the
                                minus>1.5%.                        collective.
                                                                   May be
                                                                   conducted
                                                                   concurrently
                                                                   with climb and
                                                                   descent
                                                                   performance
                                                                   tests.
----------------------------------------------------------------------------------------------------------------
1.b. In Flight
----------------------------------------------------------------------------------------------------------------
             Performance and   Torque--<plus-    Cruise           Record results      X      X   ...............
              Trimmed Flight    minus>3% Pitch    (Augmentation    for two gross
              Control           Attitude--<plus-  On and Off).     weight CG
              Positions.        minus>1.5[deg]                     combinations
                                Sideslip Angle--                   with varying
                                <plus-                             trim speeds
                                minus>2[deg]                       throughout the
                                Longitudinal                       airspeed
                                Control                            envelope. May
                                Position--<plus-                   be a series of
                                minus>5%                           snapshot tests.
                                Lateral Control
                                Position--<plus-
                                minus>5%
                                Directional
                                Control
                                Position--<plus-
                                minus>5%
                                Collective
                                Control
                                Position--<plus-
                                minus>5%.
----------------------------------------------------------------------------------------------------------------
1.c. Climb
----------------------------------------------------------------------------------------------------------------
             Performance and   Verticle          All engines      Record results      X      X   ...............
              Trimmed Flight    Velocity--<plus-  operating. One   for two gross
              Control           minus>100 fpm     engine           weight and CG
              Positions.        (61m/sec) or      inoperative.     combinations.
                                <plus-minus>10%   Augmentation     The data
                                Pitch Attitude--  System(s) On     presented must
                                <plus-            and Off.         be for normal
                                minus>1.5[deg]                     climb power
                                Sideslip Angle--                   conditions.
                                <plus-                             May be a
                                minus>2[deg]                       series of
                                Longitudinal                       snapshot tests.
                                Control
                                Position--<plus-
                                minus>5%
                                Lateral Control
                                Position--<plus-
                                minus>5%
                                Directional
                                Control
                                Position--<plus-
                                minus>5%
                                Collective
                                Control
                                Position--<plus-
                                minus>5%.
1.d Descent
----------------------------------------------------------------------------------------------------------------
1.d.1......  Descent           Torque--<plus-    At or near       Record results      X      X   ...............
              Performance and   minus>3% Pitch    1,000 fpm rate   for two gross
              Trimmed Flight    Attitude--<plus-  of descent       weight and CG
              Control           minus>1.5[deg]    (RoD) at         combinations.
              Positions.        Sideslip Angle--  normal           May be a
                                <plus-            approach speed.  series of
                                minus>2[deg]                       snapshot tests.
                                Longitudinal
                                Control
                                Position--<plus-
                                minus>5%.

[[Page 63600]]

 
                               Lateral Control   Augmentati on    ...............  .....  .....  ...............
                                Position--<plus-  System(s) On
                                minus>5%          and Off.
                                Directional
                                Control
                                Position--<plus-
                                minus>5%
                                Collective
                                Control
                                Position--<plus-
                                minus>5%.
1.d.2......  Autorotation      Torque--<plus-    Steady           Record results      X      X
              Performance and   minus>3% Pitch    descents.        for two gross
              Trimmed Flight    Attitude--<plus-  Augmentation     weight
              Control           minus>1.5[deg]    System(s) On     conditions.
              Positions.        Sideslip Angle--  and Off.         Data must be
                                <plus-                             recorded for
                                minus>2[deg]                       normal
                                Longitudinal                       operating RPM.
                                Control                            (Rotor speed
                                Position--<plus-                   tolerance
                                minus>5%                           applies only
                                Lateral Control                    if collective
                                Position--<plus-                   control
                                minus>5%                           position is
                                Directional                        full down.)
                                Control                            Data must be
                                Position--<plus-                   recorded for
                                minus>5%                           speeds from
                                Collective                         approximately
                                Control                            50 kts.
                                Position--<plus-                   through at
                                minus>5%.                          least maximum
                                                                   glide distance
                                                                   airspeed. May
                                                                   be a series of
                                                                   snapshot tests.
----------------------------------------------------------------------------------------------------------------
1.e. Autorotation
----------------------------------------------------------------------------------------------------------------
             Entry...........  Rotor Speed--     1) Cruise; or    Record results   .....     X
                                <plus-minus>3%    2) Climb.        of a rapid
                                Pitch                              throttle
                                Attitude<plus-                     reduction to
                                minus>2[deg]                       idle. If
                                Roll Attitude--                    accomplished
                                <plus-                             in cruise,
                                minus>3[deg]                       results must
                                Yaw Attitude--                     be for the
                                <plus-                             maximum range
                                minus>5[deg]                       airspeed. If
                                Airspeed--<plus-                   accomplished
                                minus>5 kts.                       in climb,
                                Vertical                           results must
                                Velocity--<plus-                   be for the
                                minus>200 fpm                      maximum rate
                                (1.00 m/sec) or                    of climb
                                10%.                               airspeed at or
                                                                   near maximum
                                                                   continuous
                                                                   power..
                               ................  ...............  ...............  .....  .....  ...............
----------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
----------------------------------------------------------------------------------------------------------------
2.a........  Start [here]      Contact the NSPM  ...............  ...............  .....  .....  ...............
              Contro 1 System   for
              Mechanical        clarification
              Characteristics.  of any issue
                                regarding
                                helicopters
                                with reversible
                                controls.
2.a.1......  Cyclic..........  Breakout--<plus-  Ground; Static   Record results      X      X   ...............
                                minus>0.25lbs.    conditions.      for an
                                (0.112 daN) or    Trim On and      uninterrupted
                                25%. Force--      Off. Friction    control sweep
                                <plus-minus>1.0   Off              to the stops.
                                lb. (0.224 daN)   Augmentation     (This test
                                or 10%.           On and off.      does not apply
                                                                   if aircraft
                                                                   hardware
                                                                   modular
                                                                   controllers
                                                                   are used.).
2.a.2......  Collective and    Breakout--<plus-  Ground; Static   Record results      X      X   ...............
              Pedals.           minus>0.5 lb.     conditions.      for an
                                (0.224 daN) or    Trim On and      uninterrupted
                                25%. Force --     Off. Friction    control sweep
                                <plus-minus>1.0   Off              to the stops.
                                lb. (0.224 daN)   Augmentation
                                or 10%.           and On and Off.

[[Page 63601]]

 
             ................  ................  ...............  ...............  .....  .....  ...............
2.a.3......  Brake Pedal       <plus-minus>5     Ground; Static   ...............     X      X   ...............
              Force vs.         lbs. (2.224       conditions..
              Position..        daN) or 10%.
2.a.4......  Trim System Rate  Rate--<plus-      Ground; Static   The tolerance       X      X   ...............
              (all applicable   minus>10%.        conditions.      applies to the
              systems).                           Trim On          recorded value
                                                  Friction Off.    of the trim
                                                                   rate.
2.a.5......  Control Dynamics  <plus-minus>10%   Hover/Cruise     Results must be  .....     X   Control
              (all axes).       of time for       Trim On          recorded for a                 Dynamics for
                                first zero        Friction Off.    normal control                 irreversible
                                crossing and                       displacement                   control
                                <plus-minus>10                     in both                        systems may be
                                (N+1)% of                          directions in                  evaluated in a
                                period                             each axis                      ground/static
                                thereafter.                        (approximately                 condtion.
                                <plus-minus>10%                    255 to 50% of                  Refer to
                                of amplitude of                    full throw).                   paragraph 3 of
                                first                                                             this
                                overshoot.                                                        attachment for
                                <plus-minus>20%                                                   additional
                                of amplitude of                                                   information.
                                2nd and                                                           ``N'' is the
                                subsequent                                                        sequential
                                overshoots                                                        period of a
                                greater than 5%                                                   full cycle of
                                of initial                                                        oscillation.
                                displacement
                                <plus-minus>1
                                overshoot.
2.a.6......  Freeplay........  <plus-minus>0.10  Ground; Static   Record and          X      X   ...............
                                in.               conditions.      compare
                                                                   results for
                                                                   all controls.
----------------------------------------------------------------------------------------------------------------
2.b. Longitudinal Handling Qualities.
----------------------------------------------------------------------------------------------------------------
2.b.1......  Control Response  Pitch Rate--      Cruise           Results must be     X      X   ...............
                                <plus-minus>10%   Augmentation     recorded for
                                or <plus-         On and Off.      two cruise
                                minus>2/sec.                       airspeeds to
                                Pitch Attitude                     include
                                Change--<plus-                     minimum power
                                minus>10% or                       required speed
                                <plus-                             Record data
                                minus>1.5[deg].                    for a step
                                                                   control input.
                                                                   The Off-axis
                                                                   response must
                                                                   show correct
                                                                   trend for
                                                                   unaugmented
                                                                   cases.
----------------------------------------------------------------------------------------------------------------
2.b.2......  Static Stability  Longitudinal      Cruise or        Record results      X      X   ...............
                                Control           Climb.           for a minimum
                                Position: <plus-  Autorotation.    of two speeds
                                minus>10% of      Augmentation     on each side
                                change from       On and Off.      of the trim
                                trim or <plus-                     speed. May be
                                minus>0.25 in.                     a series of
                                (6.3 mm) or                        snapshot tests.
                                Longitudinal
                                Control Force:
                                <plus-minus>0.5
                                lb. (0.223 daN)
                                or <plus-
                                minus>10%.
----------------------------------------------------------------------------------------------------------------
2.b.3......  Dynamic                                                               .....  .....  ...............
              Stability.
----------------------------------------------------------------------------------------------------------------
2.b.3.a....  Long Term         <plus-minus>10%   Cruise           Record results      X      X   ...............
              Response.         of calculated     Augmentation     for three full
                                period. <plus-    On and Off.      cycles (6
                                minus>10% of                       overshoots
                                time to \1/2\                      after input
                                or double                          completed) or
                                amplitude, or                      that
                                <plus-                             sufficient to
                                minus>0.02 of                      determine time
                                damping ratio.                     to \1/2\
                                                                   double or
                                                                   amplitude,
                                                                   whichever is
                                                                   less. For non-
                                                                   periodic
                                                                   responses, the
                                                                   time history
                                                                   must be
                                                                   matched.

[[Page 63602]]

 
2.b.3.b....  Short Term        <plus-            Cruise or        Record results   .....     X   ...............
              Response.         minus>1.5[deg]    Climb.           for at least
                                Pitch or <plus-   Augmentation     two airspeeds.
                                minus>2/sec.      On and Off.
                                Pitch Rate.
                                <plus-minus>0.1
                                g Normal
                                Acceleration.
----------------------------------------------------------------------------------------------------------------
2.b.4......  Maneuvering       Longitudinal      Cruise or        Record results   .....     X   ...............
              Stability.        Control           Climb.           for at least
                                Position--<plus-  Augmentation     two airspeeds.
                                minus>10% of      On and Off.      Record results
                                change from                        for
                                trim or <plus-                     Approximately
                                minus>0.25 in.                     30[deg]-45[deg
                                (6.3mm) or                         ] bank angle.
                                Longitudinal                       The force may
                                Control Forces--                   be shown as a
                                <plus-minus>0.5                    cross plot for
                                lb. (0.223 daN)                    irreversible
                                or <plus-                          systems. May
                                minus>10%.                         be a series of
                                                                   snapshot tests.
2.b.5......  Landing Gear      <plus-minus>1     Takeoff          ...............     X      X   ...............
              Operating Times.  sec.              (Retraction)
                                                  Approach
                                                  (Extension).
----------------------------------------------------------------------------------------------------------------
2.c. Lateral and Directional Handling Qualities.
----------------------------------------------------------------------------------------------------------------
2.c.1......  Control Response                                                      .....  .....  ...............
2.c.1.a....  Lateral.........  Roll Rate--<plus- Cruise           Record results      X      X   ...............
                                minus>10% or      Augmentation     for at least
                                <plus-            On and Off.      two airspeeds,
                                minus>3[deg]/                      including the
                                sec. Roll                          speed at or
                                Attitude                           near the
                                Change--<plus-                     minimum power
                                minus>10% or                       required
                                <plus-                             airspeed.
                                minus>3[deg].                      Record results
                                                                   for a step
                                                                   control input.
                                                                   The Off-axis
                                                                   response must
                                                                   show correct
                                                                   trend for
                                                                   unaugmented
                                                                   cases.
2.c.1.b....  (b) Directional.  Yaw Rate--<plus-  Cruise           Record data for     X      X   ...............
                                minus>10% or      Augmentation     at least two
                                <plus-            On and Off.      Airspeeds,
                                minus>2[deg]/                      including the
                                sec. Yaw                           speed at or
                                Attitude                           near the
                                Change--<plus-                     minimum power
                                minus>10% or                       required
                                <plus-                             airspeed
                                minus>2[deg].                      Record results
                                                                   for a step
                                                                   control input.
                                                                   The Off-axis
                                                                   response must
                                                                   show correct
                                                                   trend for
                                                                   unaugmented
                                                                   cases.
----------------------------------------------------------------------------------------------------------------

[[Page 63603]]

 
2.c.2......  Directional       Lateral Control   1) Cruise;.....  Record results      X      X   This is a
              Static            Position--<plus- or 2) Climb       for at least                   steady heading
              Stability.        minus>10% of      (may use         two sideslip                   sideslip test.
                                change from       Descent          angles on
                                trim or <plus-    instead of       either side of
                                minus>0.25 in.    Climb if         the trim
                                (6.3mm) or        desired).        point..
                                Lateral Control  Augmentation On  The force may
                                Force--<plus-     and Off..        be shown as a
                                minus>0.5 lb.                      cross plot for
                                (0.223 daN) or                     irreversible
                                10%. Roll                          systems..
                                Attitude--<plus-                  May be a series
                                minus>1.5..                        of snapshot
                               Directional                         test..
                                Control
                                Position--<plus-
                                minus>10% of
                                change from
                                trim or <plus-
                                minus>0.25 in.
                                (6.3mm) or
                                Directional
                                Control Force--
                                <plus-minus>1
                                lb. (0.448 daN)
                                or 10%..
                               Longitudinal
                                Control
                                Position--<plus-
                                minus>10% of
                                change from
                                trim or <plus-
                                minus>0.25 in.
                                (6.3mm).
                               Vertical
                                Velocity--<plus-
                                minus>100 fpm
                                (0.50m/sec) or
                                10%.
2.c.3......  Dynamic Lateral   ................  ...............  ...............  .....
              and Directional
              Stability.
2.c.3.a....  Lateral-          <plus-minus>0.5   Cruise or        Record results      X      X   ...............
              Directional       sec. or <plus-    Climb.           for at least
              Oscillations.     minus>10% of      Augmentation     two airspeeds..
                                period. <plus-    On/Off.         The test must
                                minus>10% of                       be initiated
                                time to \1/2\                      with a cyclic
                                or double                          or a pedal
                                amplitude or                       doublet input.
                                <plus-                             Record results
                                minus>0.02 of                      for six full
                                damping ratio.                     cycles (12
                                <plus-minus>20%                    overshoots
                                or <plus-                          after input
                                minus>1 sec of                     completed) or
                                time difference                    that
                                between peaks                      sufficient to
                                of bank and                        determine time
                                sideslip.                          to \1/2\ or
                                                                   double
                                                                   amplitude,
                                                                   whichever is
                                                                   less. For non-
                                                                   periodic
                                                                   response, the
                                                                   time history
                                                                   must be
                                                                   matched.
2.c.3.b....  Spiral Stability  Correct Trend,    Cruise or        Record the          X      X   ...............
                                <plus-minus>2     Climb.           results of a
                                bank or <plus-    Augmentation     release from
                                minus>10% in 20   On and Off.      pedal only or
                                sec.                               cyclic only
                                                                   turns. Results
                                                                   must be
                                                                   recorded from
                                                                   turns in both
                                                                   directions.
2.c.3.c....  Adverse/Proverse  Correct Trend,    Cruise or        Record the time     X      X   ...............
              Yaw.              <plus-minus>2     Climb.           history of
                                transient         Augmentation     initial entry
                                sideslip angle.   On and Off.      into cyclic
                                                                   only turns,
                                                                   using only a
                                                                   moderate rate
                                                                   for cyclic
                                                                   input. Results
                                                                   must be
                                                                   recorded for
                                                                   turns in both
                                                                   directions.
----------------------------------------------------------------------------------------------------------------

3. Control Dynamics

Begin Information

    a. The characteristics of a helicopter flight control system 
have a major effect on the handling qualities. A significant 
consideration in pilot acceptability of a helicopter is the ``feel'' 
provided through the cockpit controls. Considerable effort is 
expended on helicopter feel system design in order to deliver a 
system with which pilots will be comfortable and consider the 
helicopter desirable to fly. In order for an FTD to be 
representative, it too must present the pilot with the proper feel; 
that of the respective helicopter.
    b. Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic

[[Page 63604]]

properties as a result of only being able to estimate true inputs 
and responses. Therefore, it is imperative that the best possible 
data be collected since close matching of the FTD control loading 
system to the helicopter systems is essential. Control feel dynamic 
tests are described in the Table of Objective Tests in this 
appendix. Where accomplished, the free response is measured after a 
step or pulse input is used to excite the system.
    c. For initial and upgrade evaluations, it is required that 
control dynamic characteristics be measured at and recorded directly 
from the cockpit controls. This procedure is usually accomplished by 
measuring the free response of the controls using a step or pulse 
input to excite the system. The procedure must be accomplished in 
hover, climb, cruise, and autorotation. For helicopters with 
irreversible control systems, measurements may be obtained on the 
ground. Proper pitot-static inputs (if appropriate) must be provided 
to represent airspeeds typical of those encountered in flight.
    d. It may be shown that for some helicopters, climb, cruise, and 
autorotation have like effects. Thus, some tests for one may suffice 
for some tests for another. If either or both considerations apply, 
engineering validation or helicopter manufacturer rationale must be 
submitted as justification for ground tests or for eliminating a 
configuration. For FTDs requiring static and dynamic tests at the 
controls, special test fixtures will not be required during initial 
and upgrade evaluations if the sponsor's QTG shows both test fixture 
results and the results of an alternative approach, such as computer 
plots which were produced concurrently and show satisfactory 
agreement. Repeat of the alternative method during the initial 
evaluation would then satisfy this test requirement.
    e. Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements which can be found in texts 
on control systems. In order to establish a consistent means of 
validating test results for FTD control loading, criteria are needed 
that will clearly define the interpretation of the measurements and 
the tolerances to be applied. Criteria are needed for both the 
underdamped system and the overdamped system, including the 
critically damped case. In the case of an underdamped system with 
very light damping, the system may be quantified in terms of 
frequency and damping. In critically damped or overdamped systems, 
the frequency and damping is not readily measured from a response 
time history. Therefore, some other measurement must be used.
    f. Tests to verify that control feel dynamics represent the 
helicopter must show that the dynamic damping cycles (free response 
of the control) match that of the helicopter within specified 
tolerances. The method of evaluating the response and the tolerance 
to be applied are described below for the underdamped and critically 
damped cases.
    g. Tolerances.
    (1) Underdamped Response.
    (a) Two measurements are required for the period, the time to 
first zero crossing (in case a rate limit is present) and the 
subsequent frequency of oscillation. It is necessary to measure 
cycles on an individual basis in case there are nonuniform periods 
in the response. Each period will be independently compared to the 
respective period of the helicopter control system and, 
consequently, will enjoy the full tolerance specified for that 
period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care must be taken when applying the tolerance to 
small overshoots since the significance of such overshoots becomes 
questionable. Only those overshoots larger than 5 percent of the 
total initial displacement will be considered significant. The 
residual band, labeled T(A<INF>d</INF>) on Figure 1 of this 
attachment is <plus-minus>5 percent of the initial displacement 
amplitude, A<INF>d</INF>, from the steady state value of the 
oscillation. Oscillations within the residual band are considered 
insignificant. When comparing simulator data to helicopter data, the 
process would begin by overlaying or aligning the simulator and 
helicopter steady state values and then comparing amplitudes of 
oscillation peaks, the time of the first zero crossing, and 
individual periods of oscillation. To be satisfactory, the simulator 
must show the same number of significant overshoots to within one 
when compared against the helicopter data. The procedure for 
evaluating the response is illustrated in Figure 1 of this 
attachment.
    (2) Critically Damped and Overdamped Response. Due to the nature 
of critically damped responses (no overshoots), the time to reach 90 
percent of the steady state (neutral point) value must be the same 
as the helicopter within <plus-minus>10 percent. The simulator 
response must be critically damped also. Figure 2 of this attachment 
illustrates the procedure.
    (3)(a) The following summarizes the tolerances, T, for an 
illustration of the referenced measurements. (See Figures 1 and 2, 
above)

T(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>
T(P<INF>1</INF>) <plus-minus>20% of P<INF>1</INF>
T(A) <plus-minus>10% of A<INF>1</INF>, <plus-minus>20% of Subsequent 
Peaks
T(A<INF>d</INF>) <plus-minus>10% of A<INF>d</INF> = Residual Band
Overshoots <plus-minus>1

    (b) In the event the number of cycles completed outside of the 
residual band, and thereby significant, exceeds the number depicted 
in figure 1, the following tolerances (T) will apply:

    T(P<INF>n</INF>) <plus-minus>10%(n+1)% of P<INF>n</INF>, where 
``n'' is the next in sequence.

End Information

[fsxp0]----------------------------------------------------------------
BILLING CODE 491073-P

[[Page 63605]]

[GRAPHIC] [TIFF OMITTED] TR30OC06.041

BILLING CODE 491073-C

Attachment 3 to Appendix D to Part 60--Flight Training Device (FTD) 
Subjective Evaluation

1. Discussion

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

Begin Information

    a. The subjective tests and the examination of functions provide 
a basis for evaluating the capability of the FTD to perform over a 
typical utilization period; determining that the FTD satisfactorily 
meets the appropriate training/testing/checking objectives and 
competently simulates each required maneuver, procedure, or task; 
and verifying correct operation of the FTD controls, instruments, 
and systems. The items in the list of operations tasks are for FTD 
evaluation purposes only. They must not be used to limit or exceed 
the authorizations for use of a given level of FTD as found in the 
Practical Test Standards or as may be approved by the TPAA. All 
items in the following paragraphs are subject to an examination of 
function.
    b. The List of Operations Tasks addressing pilot functions and 
maneuvers is divided by flight phases. All simulated helicopter 
systems functions will be assessed for normal and, where 
appropriate, alternate operations. Normal, abnormal, and emergency 
operations associated with a flight phase will be assessed during 
the evaluation of maneuvers or events within that flight phase.
    c. Systems to be evaluated are listed separately under ``Any 
Flight Phase'' to ensure appropriate attention to systems checks. 
Operational navigation systems (including inertial navigation 
systems, global positioning systems, or other long-range systems) 
and the associated electronic display systems will be evaluated if 
installed. The NSP pilot will include in his report to the TPAA, the 
effect of the system operation and any system limitation.

[[Page 63606]]

    d. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a Line Oriented Flight Training 
(LOFT) scenario or special emphasis items in the sponsor's training 
program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
necessarily affect the qualification of the FTD.

End Information

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

     Table D3A.--Table of Functions and Subjective Tests Level 6 FTD
------------------------------------------------------------------------
                        <<< QPS Requirements >>>
-------------------------------------------------------------------------
          No.                            Operations tasks
------------------------------------------------------------------------
  Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List and/or
for a Level 6 FTD. Items not installed or not functional on the FTD and,
therefore, not appearing on the SOQ Configuration List, are not required
                 to be listed as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a....................  Preflight Inspection (Cockpit Only) switches,
                          indicators, systems, and equipment.
1.b....................  APU/Engine start and run-up.
1.b.1..................  Normal start procedures.
1.b.2..................  Alternate start procedures.
1.b.3..................  Abnormal starts and shutdowns.
1.b.4..................  Rotor engagement.
1.b.5..................  System checks.
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a....................  instrument
2.b....................  Takeoff with engine failure after critical
                          decision point (CDP).
------------------------------------------------------------------------
3. Climb
------------------------------------------------------------------------
3.a....................  Normal.
3.b....................  One engine inoperative.
------------------------------------------------------------------------
4. Inflight Maneuvers
------------------------------------------------------------------------
4......................  Performance.
4.b....................  Flying qualities.
4.c....................  Turns.
4.c.1..................  Timed.
4.c.2..................  Normal.
4.c.3..................  Steep.
4.d....................  Accelerations and decelerations.
4.e....................  Abnormal/emergency procedures.
4.e.1..................  Engine fire.
                  4.e.2  Engine failure.
4.e.3..................  In-flight engine shutdown (and restart, if
                          applicable).
4.e.4..................  Fuel governing system failures (e.g., FADEC
                          malfunction).
4.e.5..................  Directional control malfunction (restricted to
                          the extent that the maneuver may not terminate
                          in a landing).
4.e.6..................  Hydraulic failure.
4.e.7..................  Stability augmentation system failure.
------------------------------------------------------------------------
5. Instrument Procedures
------------------------------------------------------------------------
5.a....................  Holding.
5.b....................  Precision Instrument Approach.
5.b.1..................  All engines operating.
5.b.2..................  One or more engines inoperative.
5.b.3..................  Approach procedures:
5.b.4..................  PAR.
5.b.5..................  ILS.
5.b.6..................  Manual (raw data).
5.b.7..................  Flight director only.
5.b.8..................  Autopilot* and flight director (if appropriate)
                          coupled.
5.c....................  Non-precision Instrument Approach.
5.c....................  Normal--All engines operating.
5.c....................  One or more engines inoperative.
5.c....................  Approach procedures:
5.c.1..................  NDB.
5.c.2..................  VOR, RNAV, TACAN, GPS.
5.c.3..................  ASR.
5.c.4..................  Helicopter only.
5.d....................  Missed Approach.
5.d.1..................  All engines operating.
5.d.2..................  One or more engines inoperative.

[[Page 63607]]

 
5.d.3..................  Stability augmentation system failure.
------------------------------------------------------------------------
6. Normal and Abnormal Procedures (any phase of flight)
------------------------------------------------------------------------
6.a....................  Helicopter and powerplant systems operation (as
                          applicable).
6.a.1..................  Anti-icing/deicing systems.
6.a.2..................  Auxiliary power-plant.
6.a.3..................  Communications.
6.a.4..................  Electrical system.
6.a.5..................  Environmental system.
6.a.6..................  Fire detection and suppression.
6.a.7..................  Flight control system.
6.a.8..................  Fuel system.
6.a.9..................  Engine oil system.
6.a.10.................  Hydraulic system.
6.a.11.................  Landing gear.
6.a.12.................  Oxygen.
6.a.13.................  Pneumatic.
6.a.14.................  Powerplant.
6.a.15.................  Flight control computers.
6.a.16.................  Stability augmentation and control augmentation
                          system(s).
6.b....................  Flight management and guidance system (as
                          applicable).
6.b.1..................  Airborne radar.
6.b.2..................  Automatic landing aids.
6.b.3..................  Autopilot*.
6.b.4..................  Collision avoidance system.
6.b.5..................  Flight data displays.
6.b.6..................  Flight management computers.
6.b.7..................  Navigation systems.
------------------------------------------------------------------------
7. Postflight Procedures
------------------------------------------------------------------------
7.a....................  Parking and Securing.
7.b....................  Engine and systems operation.
7.c....................  Parking brake operation.
7.d....................  Rotor brake operation.
7.e....................  Abnormal/emergency procedures.
------------------------------------------------------------------------
8. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
8.a....................  Power Switch(es).
8.b.1..................  Helicopter conditions.
8.b.2..................  Gross weight, center of gravity, fuel loading
                          and allocation, etc.
8.b.3..................  Helicopter system status.
8.b.4..................  Ground crew functions (e.g., ext. power).
8.c....................  Airports and landing areas.
8.c.1..................  Number and selection.
8.c.2..................  Runway or landing area selection.
8.c.3..................  Preset positions (e.g., ramp, over FAF).
8.c.4..................  Lighting controls.
8.d....................  Environmental controls.
8.d.1..................  Temperature.
8.d.2..................  Climate conditions (e.g., ice, rain).
8.d.3..................  Wind speed and direction.
8.e....................  Helicopter system malfunctions.
8.e.1..................  Insertion/deletion.
8.e.2..................  Problem clear.
8.f....................  Locks, Freezes, and Repositioning.
8.f.1..................  Problem (all) freeze/release.
8.f.2..................  Position (geographic) freeze/release.
8.f.3..................  Repositioning (locations, freezes, and
                          releases).
8.f.4..................  Ground speed control.
8.g....................  Sound Controls. On/off / adjustment.
8.h....................  Control Loading System (as applicable On/off/
                          emergency stop.)
                  8.i..  Observer Stations.
8.i.1..................  Position.
8.i.2..................  Adjustments.
------------------------------------------------------------------------
* ``Autopilot'' means attitude retention mode of operation.


[[Page 63608]]


           Table D3B--Table of Functions and Subjective Tests
                               Level 5 FTD
------------------------------------------------------------------------
                        <<< QPS Requirements >>>
-------------------------------------------------------------------------
           Item No.                         Operations tasks
------------------------------------------------------------------------
  Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List and/or
for a Level 5 FTD. Items not installed or not functional on the FTD and,
therefore, not appearing on the SOQ Configuration List, are not required
                 to be listed as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a. Preflight Inspection (Cockpit Only) switches, indicators, systems,
 and equipment.
------------------------------------------------------------------------
1.b.                            APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1.........................  Normal start procedures.
1.b.2.........................  Alternate start procedures.
1.b.3.........................  Abnormal starts and shutdowns.
------------------------------------------------------------------------
2. Climb
------------------------------------------------------------------------
2.a. Normal.
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
3.a. Performance.
------------------------------------------------------------------------
3.b. Turns, Normal.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a. Coupled instrument approach maneuvers (as applicable for the
 systems installed).
------------------------------------------------------------------------
5. Normal and Abnormal Procedures (any phase of flight)
------------------------------------------------------------------------
5.a. Normal system operation (Installed systems).
------------------------------------------------------------------------
5.b. Abnormal/Emergency system operation (installed systems).
------------------------------------------------------------------------
6. Postflight Procedures
------------------------------------------------------------------------
6.a. Parking and Securing.
------------------------------------------------------------------------
6.b. Engine and systems operation.
------------------------------------------------------------------------
6.c. Parking brake operation.
------------------------------------------------------------------------
6.d. Rotor brake operation.
------------------------------------------------------------------------
6.e. Abnormal/emergency procedures.
------------------------------------------------------------------------
7. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
7.a. Power Switch(es).
------------------------------------------------------------------------
7.b. Preset positions (ground; air)
------------------------------------------------------------------------
7.c. Helicopter system malfunctions.
------------------------------------------------------------------------
7.c.1.........................  Insertion / deletion.
7.c.2.........................  Problem clear.
------------------------------------------------------------------------
7.d. Control Loading System (as applicable On / off / emergency stop.
------------------------------------------------------------------------
7.e...........................  Observer Stations.
------------------------------------------------------------------------
7.e1..........................  Position.
7.e.2.........................  Adjustments.
------------------------------------------------------------------------


           Table D3C.--Table of Functions and Subjective Tests
                               Level 4 FTD
------------------------------------------------------------------------
                        <<< QPS Requirements >>>
-------------------------------------------------------------------------
          Item number                       Operations tasks
------------------------------------------------------------------------
  Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List and/or
for a Level 4 FTD. Items not installed or not functional on the FTD and,
therefore, not appearing on the SOQ Configuration List, are not required
                 to be listed as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures.
------------------------------------------------------------------------
1.a. Preflight Inspection (Cockpit Only) switches, indicators, systems,
 and equipment.
------------------------------------------------------------------------
1.b. APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1.........................   Normal start procedures.
1.b.2.........................   Alternate start procedures.
1.b.3.........................   Abnormal starts and shutdowns.
------------------------------------------------------------------------
2. Normal and Abnormal Procedures (any phase of flight).
------------------------------------------------------------------------
2.a. Normal system operation (Installed systems).
------------------------------------------------------------------------
2.b. Abnormal/Emergency system operation (installed systems).
------------------------------------------------------------------------
3. Postflight Procedures.
------------------------------------------------------------------------
3.a. Parking and Securing.
------------------------------------------------------------------------
3.b. Engine and systems operation.
------------------------------------------------------------------------
3.c. Parking brake operation.
------------------------------------------------------------------------
4. Instructor Operating Station (IOS), as appropriate.
------------------------------------------------------------------------
4.a. Power Switch(es).
------------------------------------------------------------------------
4.b. Preset positions (ground; air)
------------------------------------------------------------------------
4.c. Helicopter system malfunctions.
------------------------------------------------------------------------
4.c.1.........................   Insertion / deletion.
4.c.2.........................   Problem clear.
------------------------------------------------------------------------

Attachment 4 to Appendix D to Part 60--Sample Documents

Table of Contents

Figure D4A--Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure D4B--Attachment: FSTD Information Form
Figure D4C--Sample Qualification Test Guide Cover Page
Figure D4D--Sample Statement of Qualification--Certificate
Figure D4E--Sample Statement of Qualification--Configuration List
Figure D4F--Sample Statement of Qualification--List of Qualified 
Tasks
Figure D4G--Sample Continuing Qualification Evaluation Requirements 
Page
Figure D4H--Sample MQTG Index of Effective FSTD Directives
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BILLING CODE 491073-C

Appendix E to Part 60--Qualification Performance Standards for Quality 
Management Systems for Flight Simulation Training Devices

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

Begin QPS Requirements

    a. Not later than October 30, 2008 each current sponsor of an 
FSTD must submit to the NSPM a proposed Quality Management System 
(QMS) program as described in this

[[Page 63620]]

QPS appendix. The NSPM will review the program in order of receipt 
and notify the sponsor within 90 days of beginning the review 
regarding the acceptability of the program including any required 
adjustments. Within 6 months of the notification of acceptability, 
the sponsor must implement the program, conduct internal audit(s), 
make any required program adjustments as a result of any internal 
audit, and have the NSPM initial audit scheduled.
    b. For first-time FSTD sponsors, not later than 120 days prior 
to the date scheduled for the initial FSTD evaluation, the sponsor 
must submit to the NSPM the proposed QMS program as described in 
this QPS appendix. The NSPM will review the program and notify the 
sponsor within 90 days of beginning the review regarding the 
acceptability of the program including any required adjustments. 
Within 6 months of the notification of acceptability, the sponsor 
must implement the program, conduct internal audit(s), make any 
required program adjustments as a result of any internal audit, and 
have the NSPM initial audit scheduled.
    c. The Director of Operations for a Part 119 certificate holder, 
the Chief Instructor for a Part 141 certificate holder, or the 
equivalent for a Part 142 or Flight Engineer School sponsor must 
designate a management representative who has the responsibility and 
authority to establish and modify the sponsor's policies, practices, 
and procedures regarding the QMS program for the recurring 
qualification and the day-to-day use of each FSTD.
    d. The minimum content required for an acceptable QMS is found 
in Table E1. The policies, processes, and/or procedures described in 
this table must be maintained in a Quality Manual and will serve as 
the basis for the following:
    (1) The sponsor-conducted initial and on-going periodic 
assessments;
    (2) The NSPM-conducted initial and on-going periodic 
assessments; and
    (3) The continuing surveillance and analysis by the NSPM of the 
sponsor's performance and effectiveness in providing a satisfactory 
FSTD for use on a regular basis.

End QPS Requirements

Begin Information

    e. When a person sponsors an FSTD maintained by a person other 
than a U.S. certificate holder, the sponsor remains responsible for 
the QMS program for that FSTD; however--
    (1) If that FSTD is maintained under a qualification by a non-
FAA regulatory authority and that authority and the NSPM have agreed 
to accept each other's simulator evaluations (e.g., under a 
Bilateral Aviation Safety Agreement (BASA) and associated Simulator 
Implementation Procedures (SIP), such as the JAA of Europe), no 
additional requirements are necessary for QMS programs.
    (2) If that FSTD is maintained under qualification of a 
regulatory authority where there is no BASA/SIP or that authority 
and the NSPM have not agreed to accept each other's qualification 
programs, the NSPM request additional information regarding those 
aspects of the sponsor's QMS program for maintaining the 
qualification standards for the FSTD.

End Information

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

Begin QPS Requirements

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

[[Page 63621]]

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

[[Page 63622]]

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

End QPS Requirements

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

Begin Information

    f. Table E2 contains a sample Assessment Tool that the NSPM will 
use when conducting the desk assessment of a sponsor's request for 
initial evaluation of the required elements of a QMS program.
    g. Table E3 contains a sample Assessment Tool that the NSPM will 
use when conducting the on-site practical evaluation of a sponsor's 
request for initial and continuing evaluation of the required 
elements of a QMS program.
    h. Table E4 contains a sample Assessment Tool that the NSPM will 
use when conducting the desk assessment of a sponsor's request for 
initial evaluation of the voluntary elements of a QMS program.

[[Page 63623]]

    i. Table E5 contains a sample Assessment Tool that will be used 
by the NSPM when conducting the on-site practical evaluation of a 
sponsor's request for initial and continuing evaluation of the 
voluntary elements of a QMS program.
    j. Additional Information.
    (1) In addition to specifically designated QMS evaluations, the 
NSPM will evaluate the sponsor's QMS program as part of regularly 
scheduled FSTD continuing qualification evaluations and no-notice 
FSTD evaluations, focusing in part on the effectiveness and 
viability of the QMS program and its contribution to the overall 
capability of the FSTD to meet the requirements of this part.
    (2) The sponsor, through the MR, may delegate duties associated 
with maintaining the qualification of the FSTD (e.g., corrective and 
preventive maintenance, scheduling for and the conducting of tests 
and/or inspections, functional preflight checks) but retains the 
responsibility and authority for the day-to-day qualification of the 
FSTD. One person may serve in this capacity for more than one FSTD, 
but one FSTD would not have more than one person serving in this 
capacity.
    (3) The QMS requirements should not be interpreted to preclude a 
given QMS program from being applicable to more than one certificate 
holder (e.g., part 119 and part 142 or two part 119 certificate 
holders) and should not be interpreted to preclude an individual 
from being a Management Representative (MR) for more than one 
certificate holder (e.g., part 119 and part 142 or two part 119 
certificate holders) as long as the other QMS program requirements 
and the other MR requirements are respectively met for each such 
certificate holder.
    (4) Standard Measurements for Flight Simulator Quality: A 
quality system tied to measurement of FSTD performance will improve 
and maintain training quality. One acceptable means of measuring 
FSTD performance is ARINC report 433 (as amended), entitled 
``Standard Measurements for Flight Simulator Quality. ARINC report 
433 is a widely accepted industry standard.
    (6) The NSPM will use the results of the assessment(s) of the 
voluntary portions of the QMS program (as described in Tables E4 and 
E5) to determine whether or not a sponsor or a FSTD may have the 
interval between NSPM-conducted evaluations extended and what the 
extension might be.
    k. While the FAA does not mandate any specific QMS program 
format, the following subparagraphs outline those factors that would 
be typically found in an acceptable QMS program.
    (1) Establishment of a Quality Policy. This is a formal written 
Quality Policy Statement that is a commitment by the sponsor 
outlining what the Quality System will achieve.
    (2) The selected MR should be someone who has overall authority 
and responsibility for monitoring the on-going qualification of 
assigned FSTDs to ensure that all matters regarding FSTD 
qualification are being carried out as required by this part and 
ensuring that the QMS program is properly established, implemented, 
and maintained. The MR should regularly:
    (i) Brief the sponsor's management regarding the status of on-
going qualification processes; and
    (ii) Serve as the primary contact point for all matters between 
the sponsor and the NSPM regarding the qualification of the assigned 
FSTDs.
    (iii) Oversee the day-to-day quality control.
    (3) The system and processes outlined in the QMS should enable 
the sponsor to monitor compliance with all applicable regulations 
and ensure correct maintenance and performance of the FSTD.
    (4) A QMS program, together with a statement acknowledging 
completion of a periodic review by the MR, should include the 
following:
    (i) A maintenance facility that provides suitable FSTD hardware 
and software tests and maintenance capability.
    (ii) A recording system in the form of a technical log in which 
defects, deferred defects, and development projects are listed, 
assigned and reviewed within a specified time period.
    (iii) Routine maintenance of the FSTD and performance of the QTG 
tests with adequate staffing to cover FSTD operating periods.
    (iv) A planned internal assessment schedule and a periodic 
review should be used to verify that corrective action was complete 
and effective. The assessor should have adequate knowledge of FSTDs 
and should be acceptable to the NSPM.
    (5) The MR should receive appropriate Quality System training 
and brief other personnel on the procedures.

       Table E2.--Information Simulation Quality Management System (SQMS) Assessment Tool--INITIAL (Desk)
----------------------------------------------------------------------------------------------------------------
                                        Basic (Part 60 required)    Rating  see element
                                                elements              assessment table
             Element No.             ---------------------------------------------------         Comments
                                       Does the sponsor have . . .    N      P      Y
----------------------------------------------------------------------------------------------------------------
E.2.1...............................  A QMS program approved by
                                       the NSPM including a
                                       Quality Management System
                                       Manual that sets out the
                                       policies, processes, and/or
                                       procedures required by 14
                                       CFR part 60 and part 60,
                                       appendix E.
E.2.2...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will identify
                                       deficiencies in the QMS.
E.2.3...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will document
                                       how the QMS program will be
                                       changed to address
                                       deficiencies when found.
E.2.4...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will propose
                                       program changes to the NSPM
                                       and receive approval prior
                                       to their implementation.
E.2.5...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will document
                                       that at least one FSTD is
                                       used within the sponsor's
                                       FAA-approved flight
                                       training program for the
                                       aircraft or set of aircraft
                                       at least once within the 12-
                                       month period following the
                                       initial/upgrade evaluation
                                       conducted by the NSP and at
                                       least once within each
                                       subsequent 12-month period
                                       thereafter.
E.2.6...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will document
                                       that at least one FSTD is
                                       used within the sponsor's
                                       FAA-approved flight
                                       training program for the
                                       aircraft or set of aircraft
                                       at least once within the 12-
                                       month period following the
                                       first continuing
                                       qualification evaluation
                                       conducted by the NSP and at
                                       least once within each
                                       subsequent 12-month period
                                       thereafter.

[[Page 63624]]

 
E.2.7...............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will obtain an
                                       annual written statement
                                       from a qualified pilot
                                       (after having flown the
                                       subject aircraft or set of
                                       aircraft during the
                                       preceding 12-month period)
                                       that the performance and
                                       handling qualities of the
                                       subject FSTD represents the
                                       subject aircraft or set of
                                       aircraft (within the normal
                                       operating envelope).
                                       Required only if the
                                       subject FSTD is not used in
                                       the sponsor's FAA-approved
                                       flight training program for
                                       the aircraft or set of
                                       aircraft at least once
                                       within the preceding 12-
                                       month period.
E.2.8...............................  A policy, process, and/or
                                       procedure specifying how
                                       independent feedback (from
                                       persons recently completing
                                       training, evaluation, or
                                       obtaining flight
                                       experience; instructors and
                                       check airmen using the FSTD
                                       for training, evaluation or
                                       flight experience sessions;
                                       and FSTD technicians and
                                       maintenance personnel) will
                                       be received and addressed
                                       by the sponsor regarding
                                       the FSTD and its operation.
E.2.9...............................  A policy, process, and/or
                                       procedure specifying how
                                       and where the FSTD
                                       Statement of Qualification
                                       will be posted, or accessed
                                       by an appropriate terminal
                                       or display, in or adjacent
                                       to the FSTD.
E.2.10..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor's management
                                       representative (MR) is
                                       selected and identified by
                                       name to the NSPM.
E.2.11..............................  A policy, process, and/or
                                       procedure specifying the
                                       MR's authority and
                                       responsibility for the
                                       following:
E.2.11.a............................  Monitoring the on-going
                                       qualification of assigned
                                       FSTDs to ensure all matters
                                       regarding FSTD
                                       qualification are being
                                       carried out as provided for
                                       in 14 CFR part 60.
E.2.11.b............................  Ensuring that the QMS is
                                       properly established,
                                       implemented, and maintained
                                       by overseeing the QMS
                                       policies, practices, and/or
                                       procedures and by and
                                       modifying when and where
                                       necessary.
E.2.11.c............................  Regularly briefing sponsor's
                                       management on the status of
                                       the on-going FSTD
                                       qualification program and
                                       the effectiveness and
                                       efficiency of the QMS.
                                       (designate maximum
                                       interval).
E.2.11.d............................  Serving as the primary
                                       contact point for all
                                       matters between the sponsor
                                       and the NSPM regarding the
                                       qualification of assigned
                                       FSTDs.
E.2.11.e............................  Delegating the MR assigned
                                       duties to an individual at
                                       each of the sponsor's
                                       locations, when/if/where
                                       appropriate.
E.2.12..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will:
E.2.12.a............................  Ensure that the data made
                                       available to the NSPM (the
                                       validation data package)
                                       includes the aircraft
                                       manufacturer's flight test
                                       data (or other data
                                       approved by the NSPM) and
                                       all relevant data developed
                                       after the type certificate
                                       was issued (e.g., data
                                       developed in response to an
                                       airworthiness directive) if
                                       such data results from a
                                       change in performance,
                                       handling qualities,
                                       functions, or other
                                       characteristics of the
                                       aircraft that must be
                                       considered for flight crew
                                       member training,
                                       evaluation, or for meeting
                                       experience requirements of
                                       this chapter.
E.2.12.b............................  Immediately notify the NSPM
                                       when an addition to or a
                                       revision of the flight
                                       related data or airplane
                                       systems related data is
                                       available if this data is
                                       used to program and/or
                                       operate a qualified FFS,
                                       including technical
                                       information about this data
                                       to the NSPM relative to the
                                       data's significance for
                                       training, evaluation, or
                                       flight experience
                                       activities in the FFS.
E.2.12.c............................  Maintain a liaison with the
                                       manufacturer of the
                                       aircraft being simulated
                                       (or with the holder of the
                                       aircraft type certificate
                                       for the aircraft being
                                       simulated if the
                                       manufacturer is no longer
                                       in business), and/or, if
                                       appropriate, with the
                                       person having supplied the
                                       aircraft data package for
                                       the FFS for the purposes of
                                       receiving notification of
                                       data package changes..
E.2.13..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will make
                                       available all special
                                       equipment and qualified
                                       personnel needed to
                                       accomplish or assist in the
                                       accomplishment of tests
                                       during initial, continuing
                                       qualification, or special
                                       evaluations.
E.2.14..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will submit to
                                       the NSPM a request to
                                       evaluate the FSTD for
                                       initial qualification at a
                                       specific level and
                                       simultaneously request the
                                       TPAA forward a concurring
                                       letter to the NSPM;
                                       including how the MR will
                                       use qualified personnel to
                                       confirm the following:

[[Page 63625]]

 
E.2.14.a............................  That the performance and
                                       handling qualities of the
                                       FSTD represents those of
                                       the aircraft or set of
                                       aircraft within the normal
                                       operating envelope.
E.2.14.b............................  The FSTD systems and sub-
                                       systems (including the
                                       simulated aircraft systems)
                                       functionally represent
                                       those in the aircraft or
                                       set of aircraft.
E.2.14.c............................  The cockpit represents the
                                       configuration of the
                                       specific type; or aircraft
                                       make, model, and series
                                       aircraft being simulated,
                                       as appropriate.
E.2.15..............................  A policy, process, and/or
                                       procedure specifying how,
                                       for an initial evaluation,
                                       all of the subjective tests
                                       and all of the objective
                                       tests are accomplished at
                                       the sponsor's training
                                       facility, except as
                                       provided for in the
                                       applicable QPS.
E.2.16..............................  A policy, process, and/or
                                       procedure specifying how,
                                       after the NSPM completes
                                       the evaluation for initial
                                       qualification, the sponsor
                                       will update the QTG with
                                       the results of the FAA-
                                       witnessed tests and
                                       demonstrations together
                                       with the results of all the
                                       objective tests and
                                       demonstrations described in
                                       the applicable QPS.
E.2.17..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will make the
                                       MQTG available to the NSPM
                                       upon request.
E.2.18..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will apply to
                                       the NSPM to add (an)
                                       additional qualification(s)
                                       to the Statement of
                                       Qualification.
E.2.19..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor accomplishes
                                       all applicable QPS
                                       Attachment 2 objective
                                       tests each year in a
                                       minimum of four evenly
                                       spaced inspections as
                                       specified in the applicable
                                       QPS.
E.2.20..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor completes a
                                       functional preflight check
                                       of the FSTD within the
                                       preceding 24 hours of FSTD
                                       use.
E.2.21..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor schedules with
                                       the NSPM continuing
                                       qualification evaluations
                                       not later than 60 days
                                       before the evaluation is
                                       due.
E.2.22..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor ensures that
                                       the FSTD has received a
                                       continuing qualification
                                       evaluation at the interval
                                       as described in the
                                       respective MQTG, allowing
                                       for the 1-month grace
                                       period before or after the
                                       calendar month required.
E.2.23..............................  A policy, process, and/or
                                       procedure describing that
                                       when a discrepancy is
                                       discovered the following is
                                       recorded in the FSTD
                                       discrepancy log:
E.2.23.a............................  A description of each
                                       discrepancy is entered and
                                       remains in the log until
                                       the discrepancy is
                                       corrected.
E.2.23.b............................  A description of the
                                       corrective action taken for
                                       each discrepancy, the
                                       identity of the individual
                                       taking the action, and the
                                       date that action is taken.
E.2.24..............................  A policy, process, and/or
                                       procedure specifying how
                                       the discrepancy log is kept
                                       in a form and manner
                                       acceptable to the
                                       Administrator and is kept
                                       in or adjacent to the FSTD.
                                       (An electronic log that may
                                       be accessed by an
                                       appropriate terminal or
                                       display in or adjacent to
                                       the FSTD is satisfactory.)
E.2.25..............................  A policy, process, and/or
                                       procedure that requires
                                       each instructor, check
                                       airman, or representative
                                       of the Administrator
                                       conducting training,
                                       evaluation, or flight
                                       experience for flight crew
                                       members, and each person
                                       conducting the preflight
                                       inspection, who discovers a
                                       discrepancy, including any
                                       missing, malfunctioning, or
                                       inoperative components in
                                       the FSTD, to write or cause
                                       to be written a description
                                       of that discrepancy into
                                       the discrepancy log at the
                                       end of the FSTD preflight
                                       or FSTD use session.
E.2.26..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will (if
                                       operating an FSTD based on
                                       an interim qualification),
                                       within twelve months of the
                                       release of the final
                                       aircraft data package by
                                       the aircraft manufacturer
                                       (but no later than two
                                       years after the issuance of
                                       the interim qualification
                                       status the sponsor) apply
                                       for initial qualification
                                       based on the final aircraft
                                       data package approved by
                                       the aircraft manufacturer.
E.2.27..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor determines
                                       whether an FSTD change
                                       qualifies as a modification
                                       as described in 14 CFR part
                                       60.

[[Page 63626]]

 
E.2.28..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will ensure the
                                       FSTD is modified in
                                       accordance with any FSTD
                                       Directive regardless of the
                                       original qualification
                                       basis.
E.2.29..............................  A policy, process, and/or
                                       procedure specifying how,
                                       if an FSTD change is
                                       determined to be a
                                       modification as defined in
                                       14 CFR part 60, the sponsor
                                       will notify the NSPM and
                                       TPAA of their intent to use
                                       the modified FSTD and to
                                       ensure that the modified
                                       FSTD will not be used prior
                                       to:
E.2.29.a............................  Twenty-one days since the
                                       sponsor notified the NSPM
                                       and the TPAA of the
                                       proposed modification and
                                       the sponsor has not
                                       received any response from
                                       either the NSPM or the TPAA.
E.2.29.b............................  Twenty-one days since the
                                       sponsor notified the NSPM
                                       and the TPAA of the
                                       proposed modification and
                                       one has approved the
                                       proposed modification and
                                       the other has not responded.
E.2.29.c............................  The FSTD successfully
                                       completing any evaluation
                                       the NSPM may require in
                                       accordance with the
                                       standards for an evaluation
                                       for initial qualification
                                       or any part thereof before
                                       the modified FSTD is placed
                                       in service.
E.2.30..............................  A policy, process, and/or
                                       procedure specifying how,
                                       after a FSTD modification
                                       is approved by the NSPM,
                                       the sponsor will:
E.2.30.a............................  Post an addendum to the
                                       Statement of Qualification
                                       until such time as a
                                       permanent, updated
                                       statement is received from
                                       the NSPM and posted.
E.2.30.b............................  Update the MQTG with current
                                       objective test results and
                                       appropriate objective data
                                       for each affected objective
                                       test or other MQTG section
                                       that is affected by the
                                       modification.
E.2.30.c............................  File in the MQTG the
                                       direction to make the
                                       modification and the record
                                       of the modification
                                       completion.
E.2.31..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will track the
                                       length of time a component
                                       has been missing,
                                       malfunctioning, or
                                       inoperative (MMI),
                                       including:
E.2.31.a............................  How the sponsor will post a
                                       list of MMI components in
                                       or adjacent to the FSTD.
E.2.31.b............................  How the sponsor will notify
                                       the NSPM if the MMI has not
                                       been repaired or replaced
                                       within 30 days; or if the
                                       sponsor has a discrepancy
                                       prioritization system,
                                       describe how discrepancies
                                       are prioritized and how the
                                       sponsor will notify the
                                       NSPM if the MMI has not
                                       been repaired or replaced
                                       within the specified
                                       timeframe.
E.2.32..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will notify the
                                       NSPM and how the sponsor
                                       will seek re-qualification
                                       of the FSTD if the FSTD is
                                       moved and reinstalled in a
                                       different location.
E.2.33..............................  A policy, process, and/or
                                       procedure specifying how
                                       the sponsor will maintain
                                       control of the following
                                       documents: [The sponsor
                                       must specify how these
                                       records are maintained in
                                       plain language form or in
                                       coded form; but if the
                                       coded form is used, the
                                       sponsor must specify how
                                       the preservation and
                                       retrieval of information
                                       will be conducted.]
E.2.33.a............................  The MQTG and each amendment
                                       thereto.
E.2.33.b............................  A record of all FSTD
                                       modifications required by
                                       this part since the
                                       issuance of the original
                                       Statement of Qualification.
E.2.33.c............................  Results of the qualification
                                       evaluations (initial and
                                       each upgrade) since the
                                       issuance of the original
                                       Statement of Qualification..
E.2.33.d............................  Results of the objective
                                       tests conducted in
                                       accordance with this part
                                       for a period of 2 years.
E.2.33.e............................  Results of the previous
                                       three continuing
                                       qualification evaluations,
                                       or the continuing
                                       qualification evaluations
                                       from the previous 2 years,
                                       whichever covers a longer
                                       period.
E.2.33.f............................  Comments obtained in
                                       accordance with this part
                                       for a period of at least 90
                                       days.
E.2.33.g............................  A record of all
                                       discrepancies entered in
                                       the discrepancy log over
                                       the previous 2 years,
                                       including the following:
E.2.33.g.1..........................  A list of the components or
                                       equipment that were or are
                                       missing, malfunctioning, or
                                       inoperative.
E.2.33.g.2..........................  The action taken to correct
                                       the discrepancy.
E.2.33.g.3..........................  The date the corrective
                                       action was taken.
E.2.33.g.4..........................  The identity of the person
                                       determining that the
                                       discrepancy has been
                                       corrected.
----------------------------------------------------------------------------------------------------------------


[[Page 63627]]


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

[[Page 63628]]

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

[[Page 63629]]

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


      Table E.4.--Information SQMS Assessment Tool--INITIAL (Desk)
------------------------------------------------------------------------
                EXPANDED (voluntary)   Rating see element
                      elements          assessment table
   Element    --------------------------------------------    Comments
    number     Does the sponsor have
                       . . .            N      P      Y
------------------------------------------------------------------------
QUALITY MANAGEMENT SYSTEM MANUAL:
------------------------------------------------------------------------
V.4.1........  Quality Management
                System Manual
                documentation
                includes:
V.4.1.a......  The scope of the
                SQMS, including:
V.4.1.a.1....  Responsibilities
                Matrix, or the
                equivalent,
                designating
                responsibility, by
                position, name or
                title, for approval
                and control of SQMS
                functions/elements.
V.4.1.a.2....  Documented SQMS
                policies, processes
                and procedures
                listed in V.4.10, or
                reference to them.
V.4.1.a.3....  A description of the
                sequence and
                interaction of the
                documented SQMS
                processes.
V.4.2........  Quality Management
                System Manual
                established as a
                controlled document
                that includes
                provision for
                identification of
                current revision
                status and the date
                of last revision
                imprinted on each
                page concerned.
------------------------------------------------------------------------
QUALITY POLICY AND QUALITY
 OBJECTIVES:
------------------------------------------------------------------------
V.4.3........  A quality policy
                that:
V.4.3.a......  Is appropriate to the
                purpose of the
                organization.
V.4.3.b......  Includes the concept
                of continual SQMS
                improvement.
V.4.3.c......  Provides a framework
                for establishing and
                reviewing quality
                objectives.
V.4.4........  Quality objectives
                that:
V.4.4.a......  Have been established
                for relevant SQMS
                functions at
                relevant levels
                within the
                organization.

[[Page 63630]]

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

[[Page 63631]]

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


                             Table E.5.--Information--SQMS Assessment Tool--ON-SITE
----------------------------------------------------------------------------------------------------------------
                                                                          Rating-- See
                                                                       Element Assessment
            Element number             EXPANDED (Voluntary) Elements         Table         Comments (Designate N/
                                                                     ---------------------      A Elements)
                                                                        N      P      Y
----------------------------------------------------------------------------------------------------------------
                                       There is evidence that the element is:
                                       (4) (1) Being utilized/applied as is appropriate/necessary;

[[Page 63632]]

 
                                       (4) (2) Being utilized/applied as stated/specified/defined in the QMS;
                                       (4) (3) Achieving/producing effective results.
----------------------------------------------------------------------------------------------------------------
QUALITY MANAGEMENT SYSTEM MANUAL:
----------------------------------------------------------------------------------------------------------------
V.5.1................................  Quality Management System
                                        Manual containscurrent:
V.5.1.a..............................  Responsibilities Matrix, or
                                        the equivalent, designating
                                        responsibility by position,
                                        name or title for approval
                                        and/or control of essential
                                        QMS functions/elements.
V.5.1.b..............................  Documented SQMS processes and
                                        procedures listed in V.5.10,
                                        or reference to them.
V.5.1.c..............................  Descriptions of the sequence
                                        and interaction of the
                                        documented SQMS processes.
V.5.2................................  The Quality Management System
                                        Manual is being properly
                                        controlled and includes
                                        identification of current
                                        revision status and the date
                                        of last revision imprinted
                                        on each page concerned.
----------------------------------------------------------------------------------------------------------------
QUALITY POLICY AND QUALITY OBJECTIVES:
----------------------------------------------------------------------------------------------------------------
V.5.3................................  Currently stated quality
                                        policy:
V.5.3.a..............................  Is appropriate for the
                                        organization.
V.5.3.b..............................  Includes the concept of
                                        continual SQMS improvement.
V.5.4................................  Current written quality
                                        objectives:
V.5.4.a..............................  Exist for relevant QMS
                                        functions at relevant levels
                                        within the organization.
V.5.4.b..............................  Include the ``ultimate
                                        objective'' of providing
                                        continuous presentation of a
                                        qualified FSTD, or FSTDs,
                                        for credible flight
                                        training, evaluation and/or
                                        meeting experience
                                        requirements.
V.5.4.c..............................  Are measurable and consistent
                                        with the Quality Policy.
MANAGEMENT COMMITMENT:
----------------------------------------------------------------------------------------------------------------
V.5.5................................  Management is using their
                                        stated SQMS method(s) to:
V.5.5.a..............................  Communicate and ensure that
                                        the quality policy is
                                        understood at appropriate
                                        levels of the organization.
V.5.5.b..............................  Ensure that employees are
                                        aware of the relevance and
                                        importance of their
                                        activities and how they
                                        contribute to the
                                        achievement of the quality
                                        objectives.
V.5.5.c..............................  Allocate resources (human and
                                        financial), using documented
                                        resource planning output,
                                        and implement action
                                        necessary to achieve planned
                                        operational results/quality
                                        objectives.
V.5.5.d..............................  Document resource planning
                                        output.
V.5.5.e..............................  Conduct periodic recorded
                                        management reviews (in
                                        compliance with stated
                                        minimum interval) to
                                        evaluate and take action
                                        (corrective action/managed
                                        change) to ensure continuing
                                        suitability and
                                        effectiveness of the:
v.5.5.e.1............................  Quality policy...............
v.5.5.e.2............................  Quality objectives...........
V.5.5.f..............................  Verify implementation of
                                        proper corrective action/
                                        managed change on assessment
                                        deficiencies.
V.5.5.g..............................  Record the results of
                                        corrective action/managed
                                        change on assessment
                                        deficiencies and report the
                                        results to the NSPM.
----------------------------------------------------------------------------------------------------------------
DOCUMENT/RECORD CONTROL
----------------------------------------------------------------------------------------------------------------
V.5.6................................  Internal and external
                                        documents:
V.5.6.a..............................  That are actively utilized in
                                        the SQMS to ensure effective
                                        operation and control of the
                                        processes are:
v.5.6.a.1............................  On the Master List of
                                        Documents, including
                                        documents originally
                                        categorized as ``archived''
                                        that have been activated.
V.5.6.a.2............................  Adequately identified by
                                        publisher/originator, title/
                                        description, volume no./form
                                        no., revision no./version,
                                        or effective date..
V.5.6.b..............................  That are inactive/unused are
                                        being controlled according
                                        to the approved
                                        ``archiving'' policy [re:
                                        V.5.7.h.].
V.5.7................................  Stated SQMS method(s) for:
V.5.7.a..............................  Approval of documents for
                                        adequacy prior to issue.
V.5.7.b..............................  Periodically (where
                                        necessary) reviewing
                                        documents and records and
                                        updating/re-approving them.
V.5.7.c..............................  Maintaining current
                                        revision(s) and entering
                                        revision status and the date
                                        of last revision on each
                                        page concerned.
V.5.7.d..............................  Maintaining current relevant
                                        versions of applicable
                                        documents at point-of-use.

[[Page 63633]]

 
V.5.7.e..............................  Suitably identifying and
                                        designating obsolete
                                        documents if they are
                                        retained for any purpose.
V.5.7.f..............................  Preventing unintended use of
                                        obsolete documents.
V.5.7.g..............................  Identifying and controlling
                                        distribution/accessibility
                                        of documents of external
                                        origin.
V.5.7.h..............................  Adequately protecting and
                                        storing/archiving records/
                                        documents.
V.5.8................................  Documents/records have been
                                        retained for two years, in
                                        plain language form or in
                                        coded form, as follows:
V.5.8.a..............................  Training time lost due to
                                        FSTD discrepancies.
V.5.8.b..............................  Two most recent NSPM
                                        assessments.
V.5.8.c..............................  Two most recent Sponsor
                                        assessments.
V.5.8.d..............................  SQMS Corrective Action
                                        records and/or Managed
                                        Change documentation
                                        (Including change pertaining
                                        to assessment findings).
V.5.8.e..............................  Documented Management
                                        Resource Planning output and
                                        review.
----------------------------------------------------------------------------------------------------------------
ASSIGNMENT of PERSONNEL/TRAINING
----------------------------------------------------------------------------------------------------------------
V.5.9................................  Stated SQMS method(s) for:
V.5.9.a..............................  Assignment of personnel to
                                        perform inspection, testing,
                                        engineering and normal,
                                        preventative and corrective
                                        maintenance on FSTDs based
                                        upon experience, skills,
                                        education or training that
                                        satisfies the identified
                                        skill requirements.
V.5.9.b..............................  Maintaining appropriate
                                        records of experience,
                                        skills, education or
                                        training to indicate that
                                        the qualifications of the
                                        assigned personnel satisfy
                                        the stated skill
                                        requirements.
V.5.9.c..............................  Evaluating the: (1) Adequacy/
                                        appropriateness of the
                                        identified skill
                                        requirements and (2)
                                        Effectiveness of sponsor-
                                        provided training,
                                        utilizing, in part, the
                                        criteria for workmanship
                                        specified in V.5.11.d.
----------------------------------------------------------------------------------------------------------------
POLICY, PROCESS and/or PROCEDURE CONTROL
----------------------------------------------------------------------------------------------------------------
V.5.10...............................  Documented policies,
                                        processes and/or procedures
                                        for essential SQMS
                                        functions, including the
                                        relevant/essential sequence
                                        and interaction of these
                                        processes (Supported by
                                        diagrams/flow charts/maps at
                                        sponsor's discretion) to
                                        include:
V.5.10.a.............................  Scheduling and tracking
                                        inspection, testing,
                                        engineering and normal and
                                        preventative maintenance on
                                        FSTDs to verify that the
                                        specified qualification
                                        requirements for the FSTD
                                        are met.
V.5.10.b.............................  Determination of FSTD
                                        training, evaluation, and/or
                                        flight experience
                                        restrictions, including
                                        their implementation, status
                                        notification and
                                        coordination with the
                                        sponsor's training
                                        organization, other users
                                        and TPAA and removal of the
                                        restrictions.
V.5.11...............................  Implementation of controlled
                                        conditions that provide:
V.5.11.a.............................  A suitable work environment..
V.5.11.b.............................  Approval of equipment........
V.5.11.c.............................  Availability of suitable
                                        equipment and suitable
                                        equipment maintenance.
V.5.11.d.............................  Compliance with documented
                                        procedures and/or reference
                                        standards/codes as set out
                                        in the Quality Management
                                        System Manual.
V.5.11.e.............................  Utilization of criteria for
                                        workmanship (e.g., written
                                        standards, representative
                                        samples/illustrations).
V.5.12...............................  Implementation of controlled
                                        conditions that provide
                                        availability of current,
                                        valid measuring/monitoring
                                        devices that are consistent
                                        with measurement
                                        requirements, including:
V.5.12.a.............................  Recording the basis for the
                                        periodic, or prior to use,
                                        calibration of measurement
                                        devices.
V.5.12.b.............................  Protection of measurement
                                        devices from damage and
                                        safeguarding them from
                                        adjustments that would
                                        invalidate their calibration.
V.5.13...............................  The method used to record
                                        NSPM assessments, including
                                        all recommendations and
                                        corrective action/managed
                                        change taken.
----------------------------------------------------------------------------------------------------------------
INTERNAL ASSESSMENT
----------------------------------------------------------------------------------------------------------------
V.5.14...............................  Internal assessments have
                                        been conducted to determine
                                        that: (1) The SQMS has been
                                        effectively implemented and
                                        maintained, (2) Conforms to
                                        regulatory standards and (3)
                                        Conforms to SQMS
                                        requirements in accordance
                                        with documented procedures,
                                        including:.
V.5.14.a.............................  Assignment of
                                        responsibilities and
                                        requirements for conducting
                                        assessments.
V.514.b..............................  Assessment frequency.........

[[Page 63634]]

 
V.5.14.c.............................  Adequate assessment scope....
V.5.14.d.............................  Assessment methodology and
                                        recording.
V.5.14.e.............................  Personnel, other than those
                                        who control/perform the
                                        activity, process, procedure
                                        or practice being assessed,
                                        conducted the assessment
                                        (Note any NSPM approved
                                        authorization to deviate
                                        from this requirement for
                                        sponsors that have limited
                                        personnel resources).
V.5.14.f.............................  Reporting assessment results
                                        to Responsible Management
                                        and the NSPM.
----------------------------------------------------------------------------------------------------------------
CORRECTIVE ACTION/MANAGED CHANGE (For Other Than FSTD Operational Discrepancies)
----------------------------------------------------------------------------------------------------------------
V.5.15...............................  The policy, process, and/or
                                        procedure that specifies how
                                        a perceived need for change
                                        will:
V.5.15.a.............................  Be validated (determined),
                                        and if valid, be activated
                                        as a Change Initiative.
                                       If processed as a Corrective
                                        Action:
V.5.15.b.............................  Determine the cause..........
V.5.15.c.............................  Determine and implement
                                        corrective action.
V.5.15.d.............................  Record the action taken......
V.5.15.e.............................  Evaluate the effectiveness of
                                        the action taken.
V.5.15.f.............................  Record the results of this
                                        evaluation.
V.5.15.g.............................  Evaluate the need for further
                                        action to prevent recurrence.
--...................................
                                       If processed as a Managed
                                        Change:.
V.5.15.h.............................  Analyze and determine action
                                        on the Change Initiative.
V.5.15.i.............................  Establish the Scope of Change
V.5.15.j.............................  Develop a Change Plan........
V.5.15.k.............................  Review the Change Plan.......
V.5.15.l.............................  Implement the Approved Change
                                        Plan.
V.5.15.m.............................  Evaluate the implemented
                                        change.
V.5.15.n.............................  Review the evaluation........
----------------------------------------------------------------------------------------------------------------


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[[Page 63636]]

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[[Page 63637]]

BILLING CODE 4910-73-C

Appendix F to Part 60--Definitions and Abbreviations for Flight 
Simulation Training Devices

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

Begin Information

    1. The definitions presented below in Italic type face are 
repeated from the regulatory definitions found in part 1 or part 60, 
as indicated. In the event that a discrepancy exists between a 
definition found here, and one found in part 1 or part 60, the part 
1 or part 60 definition prevails.

End Information

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

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

Begin QPS Requirements

2. Definitions.

    1st Segment--is that portion of the takeoff profile from liftoff 
to gear retraction.
    2nd Segment--is that portion of the takeoff profile from after 
gear retraction to initial flap/slat retraction.
    3rd Segment--is that portion of the takeoff profile after flap/
slat retraction is complete.
    Aircraft data package--is a combination of the various types of 
data used to design, program, manufacture, modify, and test the 
FSTD.
    Airspeed--is calibrated airspeed unless otherwise specified and 
is expressed in terms of nautical miles per hour (knots).
    Altitude--is pressure altitude (meters or feet) unless specified 
otherwise.
    Angle of attack--is the angle between the airplane longitudinal 
axis and the relative wind vector projected onto the airplane plane 
of symmetry.
    Automatic Testing--is FSTD testing wherein all stimuli are under 
computer control.
    Bank--is the airplane attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--is the force required at the pilot's primary controls 
to achieve initial movement of the control position.
    Certificate holder--A person issued a certificate under parts 
119, 141, or 142 of this chapter or a person holding an approved 
course of training for flight engineers in accordance with part 63 
of this chapter. (Part 60)
    Closed Loop Testing--is a test method for which the input 
stimuli are generated by controllers, which drive the FSTD to follow 
a pre-defined target response.
    Computer Controlled Airplane--is an airplane where all pilot 
inputs to the control surfaces are transferred and augmented by 
computers.
    Control Sweep--is movement of the appropriate pilot controller 
from neutral to an extreme limit in one direction (Forward, Aft, 
Right, or Left), a continuous movement back through neutral to the 
opposite extreme position, and then a return to the neutral 
position.
    Convertible FSTD--is an FSTD in which hardware and software can 
be changed so that the FSTD becomes a replica of a different model, 
usually of the same type aircraft. The same FSTD platform, cockpit 
shell, motion system, visual system, computers, and necessary 
peripheral equipment can thus be used in more than one simulation.
    Critical Engine Parameter--is the parameter, which is the most 
accurate measure of propulsive force.
    Deadband--is the amount of movement of the input for a system 
for which there is no reaction in the output or state of the system 
observed.
    Distance--is the length of space between two points and is 
expressed in terms of nautical miles unless specified otherwise.
    Discrepancy--as used in this part, means an aspect of the FSTD 
that is not correct with respect to the aircraft being simulated. 
This includes missing, malfunctioning, and/or inoperative components 
that are required to be present and operate correctly for training, 
evaluation, and experience functions to be creditable. It also 
includes errors in the documentation used to support the FSTD (e.g., 
errors in, or information missing from, the MQTG, required 
statements from appropriately qualified personnel).
    Downgrade--is a permanent change in the qualification level of 
an FSTD to a lower level.
    Driven--is a test method where the input stimulus or variable is 
positioned by automatic means, generally a computer input.
    Electronic Copy of the MQTG--an electronic copy of the MQTG 
provided by an electronic scan presented in a Portable Document File 
(PDF), or similar format, acceptable to the NSPM.
    Electronic Master Qualification Test Guide--is an electronic 
version of the MQTG (eMQTG), where all objective data obtained from 
airplane testing, or another approved source, together with 
correlating objective test results obtained from the performance of 
the FSTD and a description of the equipment necessary to perform the 
evaluation for the initial and the continuing qualification 
evaluations is stored, archived, or presented in either reformatted 
or digitized electronic format.
    Engine--as used in this part, means the appliance or structure 
that supplies propulsive force for movement of the aircraft: i.e., 
the turbine engine for turbine powered aircraft; the turbine engine 
and propeller assembly for turbo-propeller powered aircraft; and the 
reciprocating engine and propeller assembly for reciprocating engine 
powered aircraft. For purposes of this part, engine failure is the 
failure of either the engine, or propeller assembly, to provide 
thrust higher than idle power thrust due to a failure of either the 
engine or the propeller assembly.
    Evaluation--With respect to an individual, the checking, 
testing, or review associated with flight crewmember qualification, 
training, and certification under parts 61, 63, 121, or 135 of this 
chapter. With respect to an FSTD, the qualification activities 
(e.g., the objective and subjective tests, the inspections, or the 
continuing qualification evaluations) associated with the 
requirements of this part. (Part 60)
    Fictional Airport--is a visual model of an airport that is a 
collection of non-``real world'' terrain, instrument approach 
procedures, navigation aids, maps, and visual modeling detail 
sufficient to enable completion of an Airline Transport Pilot 
Certificate or Type Rating.
    Flight experience--Flight experience means recency of flight 
experience for landing credit purposes. (Part 60)
    Flight simulation training device (FSTD) means a full flight 
simulator (FFS) or a flight training device (FTD). (Part 1)
    Flight test data--(a subset of Objective data) Aircraft data 
collected by the aircraft manufacturer (or other supplier of data 
that are acceptable to the NSPM) during an aircraft flight test 
program. (Part 60)
    Flight training device (FTD) means a replica of aircraft 
instruments, equipment, panels, and controls in an open flight deck 
area or an enclosed aircraft cockpit replica. It includes the 
equipment and computer programs necessary to represent aircraft (or 
set of aircraft) operations in ground and flight conditions having 
the full range of capabilities of the systems installed in the 
device as described in part 60 of this chapter and the qualification 
performance standard (QPS) for a specific FTD qualification level. 
(Part 1)
    Free Response--is the response of the FSTD after completion of a 
control input or disturbance.
    Frozen--is a test condition where one or more variables are held 
constant with time.
    FSTD Approval--is the extent to which an FSTD may be used by a 
certificate holder as authorized by the FAA. It takes into account 
aircraft to FSTD differences and the training ability of the 
organization.
    FSTD Directive--A document issued by the FAA to an FSTD sponsor, 
requiring a modification to the FSTD due to a recognized safety-of-
flight issue and amending the qualification basis for the FSTD. 
(Part 60)
    FSTD Latency--is the additional time beyond that of the response 
time of the aircraft due to the response of the FSTD.
    FSTD Performance--The overall performance of the FSTD includes 
aircraft performance (e.g., thrust/drag relationships, climb, range) 
as well as flight and ground handling. (Part 60)
    Full flight simulator (FFS) means a replica of a specific type; 
or make, model, and series aircraft cockpit. It includes the 
assemblage of equipment and computer programs necessary to represent 
aircraft operations in ground and flight conditions, a visual system 
providing an out-of-the-cockpit view, a system that provides cues at 
least equivalent to those of a three-degree-of-freedom motion 
system, and has the full range of capabilities of the systems 
installed in the device as described in part 60 of this chapter and 
the qualification performance standards (QPS) for a specific FFS 
qualification level. (Part 1)
    Generic Airport--is a Class III visual model that combines 
correct navigation aids for a real world airport with a visual model 
which does not correctly depict that same airport.
    Grandfathering--as used in this part, means the practice of 
assigning a qualification basis for an FSTD, based on the period of 
time during which a published set of standards governed the 
requirements for the initial and continuing qualification of

[[Page 63638]]

FSTDs. Each FSTD manufactured during this specified period of time 
is ``grandfathered,'' or is ``held to the standards'' that are, or 
were, in effect during that time period. The grandfathered standards 
remain applicable to each FSTD manufactured during the stated time 
period, regardless of any subsequent modification to those standards 
and regardless of the sponsor, as long as the FSTD remains 
continuously qualified or is maintained in a non-qualified status in 
accordance with the specific requirements and time periods set out 
in this part. Each FSTD manufactured prior to the beginning date (or 
manufactured after the ending date) of a designated grandfather time 
period would have as its qualification basis, the standards in 
effect during the time period prior to, or subsequent to, the 
designated period.
    Gross Weight--For objective test purposes:
    Basic Operating Weight--(BOW) is the empty weight of the 
aircraft plus the weight of the following: normal oil quantity; 
lavatory servicing fluid; potable water; required crewmembers and 
their baggage; and emergency equipment.
    Near Maximum Gross Weight--is a weight chosen by the sponsor or 
data provider that is not less than the basic operating weight (BOW) 
of the airplane being simulated plus 80% of the difference between 
the maximum certificated gross weight (either takeoff weight or 
landing weight, as appropriate for the test) and the BOW.
    Light Gross Weight--is a weight chosen by the sponsor or data 
provider that is not more than 120% of the BOW of the airplane being 
simulated or as limited by the minimum practical operating weight of 
the test airplane.
    Medium Gross Weight--is a weight chosen by the sponsor or data 
provider that is approximately <plus-minus>10% of the average of the 
numerical values of the BOW and the maximum certificated gross 
weight.
    Ground Effect--is the change in aerodynamic characteristics due 
to modification of the airflow past the aircraft caused by the 
proximity of the Earth's surface to the airplane.
    Hands Off--is a test maneuver conducted without pilot control 
inputs.
    Hands On--is a test maneuver conducted with pilot control inputs 
as required.
    Heave--is FSTD movement with respect to or along the vertical 
axis.
    Height--is the height above ground level (or AGL) expressed in 
meters or feet.
    ``In Use'' Runway--as used in this part, means the runway that 
is ``active,'' (is currently ``selected'' and able to be used for 
takeoffs and landings) and has the surface lighting and markings 
required by this part.
    Integrated Testing--is testing of the FSTD such that all 
aircraft system models are active and contribute appropriately to 
the results where none of the models used are substituted with 
models or other algorithms intended for testing only.
    Irreversible Control System--is a control system in which 
movement of the control surface will not backdrive the pilot's 
control in the cockpit.
    Locked--is a test condition where one or more variables are held 
constant with time.
    Manual Testing--is FSTD testing conducted without computer 
inputs except for initial setup and all modules of the simulation 
are active.
    Master Qualification Test Guide (MQTG)--The FAA-approved 
Qualification Test Guide with the addition of the FAA-witnessed test 
results, applicable to each individual FSTD. (Part 60)
    Medium--is the normal operational weight for a given flight 
segment.
    National Simulator Program Manager (NSPM)--The FAA manager 
responsible for the overall administration and direction of the 
National Simulator Program (NSP), or a person approved by that FAA 
manager. (Part 60)
    Nominal--is the normal operating configuration, atmospheric 
conditions, and flight parameters for the flight segment specified.
    Non-Normal Control--is a term used in reference to Computer 
Controlled Airplanes and is the state where one or more of the 
intended control, augmentation, or protection functions are not 
fully working. NOTE: Specific terms such as ALTERNATE, DIRECT, 
SECONDARY, or BACKUP may be used to define an actual level of 
degradation.
    Normal Control--is a term used in reference to Computer 
Controlled Airplanes and is the state where the intended control, 
augmentation, and protection functions are fully working.
    Objective data--Quantitative data, acceptable to the NSPM, used 
to evaluate the FSTD.
    Objective test--A quantitative measurement and evaluation of 
FSTD performance. (Part 60)
    Pitch--is the airplane attitude with respect to, or around, the 
lateral axis expressed in degrees.
    Power Lever Angle (PLA)--is the angle of the pilot's primary 
engine control lever(s) in the cockpit. This may also be referred to 
as THROTTLE or POWER LEVER.
    Predicted data--Estimations or extrapolations of either existing 
flight test data or data from other simulation models using 
engineering analyses, engineering simulations, design data, and/or 
wind tunnel data. (Part 60)
    Protection Functions--are systems functions designed to protect 
an airplane from exceeding its flight maneuver limitations.
    Pulse Input--is a step input to a control followed by an 
immediate return to the initial position.
    Qualification level--The categorization of an FSTD established 
by the NSPM, based on the FSTDs demonstrated technical and 
operational capabilities as set out in this part. (Part 60)
    Qualification Performance Standard (QPS)--The collection of 
procedures and criteria published by the FAA to be used when 
conducting objective tests and subjective tests, including general 
FSTD requirements, for establishing FSTD qualification levels. The 
QPS are published in the appendices to this part, as follows: 
Appendix A, for Airplane Simulators; Appendix B, for Airplane Flight 
Training Devices; Appendix C, for Helicopter Simulators; Appendix D, 
for Helicopter Flight Training Devices; Appendix E, for Quality 
Management Systems for Flight Simulation Training Devices; and 
Appendix F, for Definitions and Abbreviations for Flight Simulation 
Training Devices. (Part 60)
    Qualification Test Guide (QTG)--The primary reference document 
used for evaluating an aircraft FSTD. It contains test results, 
statements of compliance and capability, the configuration of the 
aircraft simulated, and other information for the evaluator to 
assess the FSTD against the applicable regulatory criteria. (Part 
60)
    Quality Management System (QMS)--the aviation standard for 
flight simulation quality-systems that can be used for external 
quality-assurance purposes. It is a collection of generic and 
independent requirements unrelated to any specific industry or 
economic sector. It is not designed to enforce uniformity of quality 
systems, but to identify the processes needed, determine the 
sequence and interaction of these processes, determine criteria and 
methods required to ensure the effective operation and control of 
these processes, ensure the availability of information necessary to 
support the operation and monitoring of these processes, measure, 
monitor and analyze these processes, and implement the actions 
necessary to achieve planned results. The design and implementation 
of a specific quality management system is influenced by the varying 
needs of the individual sponsor, their particular objectives, the 
flight simulation products and services supplied, and the processes 
and specific practices employed.
    Real-World Airport--as used in this part in reference to airport 
visual models, means a computer generated visual depiction of an 
airport that exists in reality.
    Representative--When used as an adjective in this part, means 
typical, demonstrative, or characteristic of, or with respect to, 
the feature being described. For example:
    1. ``Representative sampling of tests'' means a sub-set of the 
complete set of all tests such that the sample includes one or more 
of the tests in each of the major categories, the results of which 
would provide the evaluator a typical, or overall, understanding of 
the performance and/or handling characteristics of the FSTD.
    2. ``Representative airport model'' (or ``ground/airborne 
traffic,'' ``lights,'' ``runway/taxiway markings,'' ``terrain,'' 
``weather phenomena'') means a computer generated visual depiction 
of a real-world or fictional airport (or traffic, lights, markings, 
terrain, weather phenomena.) that is typical or characteristic of an 
airport (or traffic, lights, markings, terrain, weather phenomena) 
regularly used or seen by the sponsor, or the sponsor's client using 
the FSTD, in normal operations.
    Reversible Control System--is a control system in which movement 
of the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--is the airplane attitude with respect to, or around, the 
longitudinal axis expressed in degrees.
    Set of aircraft--Aircraft that share similar handling and 
operating characteristics and

[[Page 63639]]

similar operating envelopes and have the same number and type of 
engines or power plants. (Part 60)
    Sideslip Angle--is the angle between the relative wind vector 
and the airplane plane of symmetry. (note: this definition replaces 
the current definition of ``sideslip.'')
    Simulation Quality Management System (SQMS)--consists of the 
required and voluntary elements of a quality management system for 
FSTD continuing qualification.
    Snapshot--is a presentation of one or more variables at a given 
instant of time.
    Special Evaluation--is an evaluation of the FSTD for purposes 
other than initial, upgrade, or continuing qualification. 
Circumstances that might indicate the need for a special evaluation 
would include, but not necessarily be limited to, the following: 
after the FSTD is moved and reinstalled at another location; after 
an update to FSTD software or hardware that might affect performance 
or flying qualities; after a substantial update to FSTD avionics 
packages (e.g., autopilot, flight management systems); after 
substantial modifications to FSTD configuration; after a complaint 
is received from a credible source indicating that the FSTD does not 
perform or handle like the aircraft it simulates.
    Sponsor--A certificate holder who seeks or maintains FSTD 
qualification and is responsible for the prescribed actions as set 
out in this part and the QPS for the appropriate FSTD and 
qualification level. (Part 60)
    Statement of Compliance and Capability (SOC)--is a declaration 
that specific requirements have been met. It must declare that 
compliance with the requirement is achieved and explain how the 
requirement is met (e.g., gear modeling approach, coefficient of 
friction sources). It must also describe the capability of the FSTD 
to meet the requirement (e.g., computer speed, visual system refresh 
rate). In doing this, the statement must provide references to 
needed sources of information for showing compliance, rationale to 
explain how the referenced material is used, mathematical equations 
and parameter values used, and conclusions reached.
    Step Input--is an abrupt control input held at a constant value.
    Subjective test--A qualitative assessment of the performance and 
operation of the FSTD. (Part 60)
    Surge--is FSTD movement with respect to or along the 
longitudinal axis.
    Sway--is FSTD movement with respect to or along the lateral 
axis.
    Time History--is a presentation of the change of a variable with 
respect to time.
    Training Program Approval Authority (TPAA)--A person authorized 
by the Administrator to approve the aircraft flight training program 
in which the FSTD will be used. (Part 60)
    Training Restriction--is a temporary condition where, due to a 
Missing, Malfunctioning, or Inoperative (MMI) Component condition, 
the FSTD may continue to be used at the qualification level 
indicated on its SOQ but restricted from accomplishing the task for 
which the correct function of the MMI component is required.
    Transport Delay or ``Throughput''--is the total FSTD system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input 
until output response. It does not include the characteristic delay 
of the airplane simulated.
    Upgrade--The improvement or enhancement of an FSTD for the 
purpose of achieving a higher qualification level. (Part 60)
    Validation Data--Objective data used to determine if the FSTD 
performance is within the tolerances prescribed in the QPS.
    Validation Test--An objective test whereby FSTD parameters are 
compared to the relevant validation data to ensure that the FSTD 
performance is within the tolerances prescribed in the QPS.
    Visual Data Base--is a display that may include one or more 
visual models.
    Visual Model--is a collection of one or more visual scenes of an 
airport or portion(s) of an airport.
    Visual System Response Time--is the interval from a control 
input to the completion of the visual display scan of the first 
video field containing the resulting different information.
    Yaw--is airplane attitude with respect to, or around, the 
vertical axis expressed in degrees.

3. Abbreviations.

AFM Approved Flight Manual.
AlL Above Ground Level (meters or feet).
AOA Angle of Attack (degrees).
APD Aircrew Program Designee.
CCA Computer Controlled Airplane.
cd/m<SUP>2</SUP> candela/meter<SUP>2</SUP>, 3.4263 candela/
m<SUP>2</SUP> = 1 ft-Lambert.
CFR Code of Federal Regulations.
cm(s) centimeter, centimeters.
daN decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s) degree, degrees.
DOF Degrees-of-freedom.
eMQTG Electronic Master Qualification Test Guide.
EPR Engine Pressure Ratio.
FAA Federal Aviation Administration (U.S.).
fpm feet per minute.
ft foot/feet, 1 foot = 0.304801 meters.
ft-Lambert foot-Lambert, 1 ft-Lambert = 3.4263 candela/
m<SUP>2</SUP>.
g Acceleration due to Gravity (meters or feet/sec<SUP>2</SUP>); 1 g 
= 9.81 m/sec<SUP>2</SUP> or 32.2 feet/sec<SUP>2</SUP>.
G/S Glideslope.
IATA International Airline Transport Association.
ICAO International Civil Aviation Organization.
IGE In ground effect.
ILS Instrument Landing System.
IQTG International Qualification Test Guide.
km Kilometers 1 km = 0.62137 Statute Miles.
kPa KiloPascal (Kilo Newton/Meters2). 1 psi = 6.89476 kPa.
kts Knots calibrated airspeed unless otherwise specified, 1 knot = 
0.5148 m/sec or 1.689 ft/sec.
lb(s) pound(s), one (1) pound = 0.44 decaNewton.
LDP Landing decision point.
M,m Meters, 1 Meter = 3.28083 feet.
Min(s) Minute, minutes.
MLG Main Landing Gear.
Mpa MegaPascals (1 psi = 6894.76 pascals).
ms millisecond(s).
N NORMAL CONTROL Used in reference to Computer Controlled Airplanes.
nm Nautical Mile(s) 1 Nautical Mile = 6,080 feet.
NN NON-NORMAL CONTROL Used in reference to Computer Controlled 
Airplanes.
N1 Low Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
N2 High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
N3 High Pressure Rotor revolutions per minute, expressed in percent 
of maximum.
NWA Nosewheel Angle (degrees).
OGE Out of ground effect.
PAPI Precision Approach Path Indicator System.
Pf Impact or Feel Pressure, often expressed as ``q.''
PLA Power Lever Angle.
PLF Power for Level Flight.
psi pounds per square inch.
QPS Qualification Performance Standard.
RAE Royal Aerospace Establishment.
R/C Rate of Climb (meters/sec or feet/min).
R/D Rate of Descent (meters/sec or feet/min).
REIL Runway End Identifier Lights.
RVR Runway Visual Range (meters or feet).
s second(s).
sec(s) second, seconds.
sm Statute Mile(s) 1 Statute Mile = 5,280 feet.
SOC Statement of Compliance and Capability.
Tf Total time of the flare maneuver duration.
Ti Total time from initial throttle movement until a 10% response of 
a critical engine parameter.
TIR Type Inspection Report.
T/O Takeoff.
Tt Total time from Ti to a 90% increase or decrease in the power 
level specified.
VASI Visual Approach Slope Indicator System.
VGS Visual Ground Segment.
V<INF>1</INF> Decision speed.
V<INF>2</INF> Takeoff safety speed.
Vmc Minimum Control Speed.
Vmca Minimum Control Speed in the air.
Vmcg Minimum Control Speed on the ground.
Vmcl Minimum Control Speed--Landing.
Vmu The speed at which the last main landing gear leaves the ground.
V<INF>R</INF> Rotate Speed.
V<INF>s</INF> Stall Speed or minimum speed in the stall.
WAT Weight, Altitude, Temperature.

End QPS Requirements

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL 
OPERATIONS

0
7. The authority citation for part 121 continues to read as follows:


[[Page 63640]]


    Authority: 49 U.S.C. 106(g), 1153, 40101, 40102, 40103, 40113, 
41721, 44105, 44106, 44111, 44701-44717, 44722, 44901, 44903, 44904, 
44906, 44912, 44914, 44936, 44938, 46103, 46105.


0
8. Revise Appendix H to part 121 to read as follows:

Appendix H to Part 121--Advanced Simulation

    This appendix provides guidelines and a means for achieving 
flightcrew training in advanced airplane simulators. The 
requirements in this appendix are in addition to the simulator 
approval requirements in Sec.  121.407. Each simulator used under 
this appendix must be approved as a Level B, C, or D simulator, as 
appropriate.

Advanced Simulation Training Program

    For an operator to conduct Level C or D training under this 
appendix all required simulator instruction and checks must be 
conducted under an advanced simulation training program approved by 
the Administrator for the operator. This program must also ensure 
that all instructors and check airmen used in appendix H training 
and checking are highly qualified to provide the training required 
in the training program. The advanced simulation training program 
must include the following:
    1. The operator's initial, transition, upgrade, and recurrent 
simulator training programs and its procedures for re-establishing 
recency of experience in the simulator.
    2. How the training program will integrate Level B, C, and D 
simulators with other simulators and training devices to maximize 
the total training, checking, and certification functions.
    3. Documentation that each instructor and check airman has 
served for at least 1 year in that capacity in a certificate 
holder's approved program or has served for at least 1 year as a 
pilot in command or second in command in an airplane of the group in 
which that pilot is instructing or checking.
    4. A procedure to ensure that each instructor and check airman 
actively participates in either an approved regularly scheduled line 
flying program as a flight crewmember or an approved line 
observation program in the same airplane type for which that person 
is instructing or checking.
    5. A procedure to ensure that each instructor and check airman 
is given a minimum of 4 hours of training each year to become 
familiar with the operator's advanced simulation training program, 
or changes to it, and to emphasize their respective roles in the 
program. Training for simulator instructors and check airmen must 
include training policies and procedures, instruction methods and 
techniques, operation of simulator controls (including environmental 
and trouble panels), limitations of the simulator, and minimum 
equipment required for each course of training.
    6. A special Line Oriented Flight Training (LOFT) program to 
facilitate the transition from the simulator to line flying. This 
LOFT program must consist of at least a 4-hour course of training 
for each flightcrew. It also must contain at least two 
representative flight segments of the operator's route. One of the 
flight segments must contain strictly normal operating procedures 
from push back at one airport to arrival at another. Another flight 
segment must contain training in appropriate abnormal and emergency 
flight operations.

Level B

Training and Checking Permitted

    1. Recency of experience (Sec.  121.439).
    2. Night takeoffs and landings (Part 121, Appendix E).
    3. Landings in a proficiency check without the landing on the 
line requirements (Sec.  121.441).

Level C

Training and Checking Permitted

    1. For all pilots, transition training between airplanes in the 
same group, and for a pilot in command the certification check 
required by Sec.  61.153 of this chapter.
    2. Upgrade to pilot-in-command training and the certification 
check when the pilot--
    a. Has previously qualified as second in command in the 
equipment to which the pilot is upgrading;
    b. Has at least 500 hours of actual flight time while serving as 
second in command in an airplane of the same group; and
    c. Is currently serving as second in command in an airplane in 
this same group.
    3. Initial pilot-in-command training and the certification check 
when the pilot--
    a. Is currently serving as second in command in an airplane of 
the same group;
    b. Has a minimum of 2,500 flight hours as second in command in 
an airplane of the same group; and
    c. Has served as second in command on at least two airplanes of 
the same group.
    4. For all second-in-command pilot applicants who meet the 
aeronautical experience requirements of Sec.  61.159 of this chapter 
in the airplane, the initial and upgrade training and checking 
required by this part, and the certification check requirements of 
Sec.  61.153 of this chapter.

Level D

Training and Checking Permitted

    Except for the requirements listed in the next sentence, all 
pilot flight training and checking required by this part and the 
certification check requirements of Sec.  61.153(g) of this chapter. 
The line check required by Sec.  121.440, the static airplane 
requirements of appendix E of this part, and the operating 
experience requirements of Sec.  121.434 must still be performed in 
the airplane.

    Issued in Washington, DC, on August 28, 2006.
Marion C. Blakey,
Administrator.
[FR Doc. 06-8677 Filed 10-27-06; 8:45 am]
BILLING CODE 4910-13-P