63392 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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. 

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 indepth 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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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63393 

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 § 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: 

• Appendix A, ‘‘Qualification 

Performance Standards for Airplane 

Full Flight Simulators.’’

• Appendix B, ‘‘Qualification 

Performance Standards for Airplane 

Flight Training Devices.’’

• Appendix C, ‘‘Qualification 

Performance Standards for Helicopter 

Full Flight Simulators.’’

• 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 § 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: 

• 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. 

• 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. 

• 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. 

• Replaced the QAP proposal with a 

Quality Management System (QMS). 

The QMS is significantly less costly 

than the proposed QAP. 

• 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 §§ 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 § 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 


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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. 


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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 

§ 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 


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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 noncertificate 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 § 60.7 are eligible to 

sponsor an FSTD. The FAA 

acknowledges that Fractional 

Ownership Program Managers are 

required by § 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 

§ 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., §§ 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, § 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 §§ 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 


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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 § 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 § 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 


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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 

§ 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 


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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 § 121.434 or 

§ 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 (§ 60.2) 

FSI states that, contrary to the NPRM 

preamble discussion, the issue of a nonsponsor 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 nonsponsors. 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 § 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 § 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 nonsponsor 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 (§ 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 

§ 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 


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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 

§ 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 


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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 FAAapproved 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. 

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 § 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 § 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 

§ 60.9 in the final rule. The FAA has 

reinserted as § 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 

§ 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 § 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 


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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 § 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 § 60.5. The language of 

§ 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 § 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 § 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 § 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 

§ 60.9(b)(3). 

FAA Response: As previously 

mentioned, the FAA moved proposed 

paragraph (d) to § 60.9(c) in the final 

rule. (See the discussion in § 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 § 60.9(c). 

Comments Regarding Sponsor 

Qualification Requirements (§ 60.7) 

Many commenters are concerned 

about the concept of FSD sponsorship as 

proposed in § 60.7(a) and (b). Some 

commenters request the FAA delete, 

change, or clarify the sponsorship 

requirements. 

RAA states that § 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 § 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 § 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 


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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 § 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 § 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 predefined order over a certain period as 

part 60 goes into effect. 

In regard to proposed § 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 

§ 60.5(a), which allows a sponsor 6 

months to develop a QAP after the final 

rule is effective, and § 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 § 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 § 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 FAAapproved 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 § 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 


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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 FAAapproved 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 § 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 § 60.3 and in § 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 § 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 nonuse of an FSTD. The revisions to § 60.7 

adequately address the concerns raised 

in this area. The FAA has modified 

§ 60.7(c) to remove the statement ‘‘The 

FSD is not qualified.’’

Comments Regarding Additional 

Responsibilities of the Sponsor (§ 60.9) 

Several commenters object to the 

proposal in § 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 §§ 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’


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concerns. The FAA did not intend for 

proposed § 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 

§ 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 § 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 § 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 

§ 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 § 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 § 60.9(b)(4) to 

§ 60.9(b)(2). 

Comments Regarding FSD use (§ 60.11) 

Delta Air Lines (Delta) suggests that 

§ 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 § 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 § 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 § 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 § 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 


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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 § 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 § 60.19(c) or 

§ 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 § 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’’

(§ 60.11(d)). This change addresses the 

concerns raised by commenters. 

Comments Regarding FSTD Objective 

Data Requirements (§ 60.13) 

ATA comments that the requirement 

in proposed § 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 


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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 

§ 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 § 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 § 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 § 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 


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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 § 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 § 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 

§ 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 

§ 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 subsection 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 (§ 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 § 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. 


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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 nonotice (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 § 60.14 

discussion in appendices A, B, C, and 

D, and is defined in appendix F. 

Comments Regarding Initial 

Qualification Requirements (§ 60.15) 

RAA, FSB, and United disagree with 

the proposal in § 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 § 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 § 60.15(b)(2), 

FSI states that the maintenance required 

by proposed § 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 § 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 § 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 § 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 

§ 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 § 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 


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handling qualities of the aircraft being 

simulated. 

Tasks Not Tested 

ATA comments that the requirements 

outlined in § 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 § 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 § 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 § 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 

§ 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 § 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 

§ 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 § 60.15(d). 

ALPA is concerned about the 

provision in proposed § 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 


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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 

§ 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 § 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 § 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 § 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 § 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 (§ 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/NonQualified Tasks as required by proposed 

§ 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 § 60.15(b)(4) 

to a new § 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 


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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 § 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 (§ 60.17) 

Delta requests clarification of ‘‘other 

applicable provisions’’ in paragraph (a), 

and several commenters state that 

paragraph (a) and (b) of proposed 

§ 60.17 appear to be at odds with each 

other. For example, ATA states that in 

§ 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 § 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 

§ 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 § 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. 


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Downgraded FSTDs 

ATA and TWA comment that 

proposed § 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 

§ 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 (§ 60.19) 

Streamlining the Process 

TechniFlite comments that the § 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 § 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 § 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 


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proposed § 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 § 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 

§ 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 

§ 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 § 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 § 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 

§ 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 § 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 § 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 


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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 

§ 60.19(c)(2)(i) through (iii). The FAA 

has revised § 60.19(c)(2)(ii) (formerly 

§ 60.19(a)(5)(ii)) to include the name of 

the individual doing the corrective 

action. Also the FAA has modified 

§ 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 (§ 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 § 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 

§ 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 § 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 (§ 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 § 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 oneyear 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 


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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 (§ 60.23) 

ATA, Continental, FSI, Delta, United, 

and several other commenters ask for a 

more specific definition of the term 

modification in proposed § 60.23, 

stating that the term is subject to a wide 

range of interpretation and judgment. 

Commenters believe that as proposed, 

§ 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 § 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 (§ 60.25) 

Many commenters object to the 

requirement in proposed § 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. 


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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 § 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 § 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 § 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 (§ 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 

§ 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 § 60.9(b)(4) in proposed 

§ 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 § 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 

§ 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 § 60.23. Although ‘‘disassembly’’

does not appear in § 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 


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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 

§ 60.19(c). 

Restoration of Qualification 

ATA states that proposed 

§ 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 § 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 

§ 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 § 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 (§ 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 § 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 

§ 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 (§ 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 

§ 60.23(e). ATA and United suggest 

shortening the required time period 

proposed in § 60.31(a)(3)(iv) to 18 

months and Delta suggests deleting 

paragraph (a)(3)(iv). 

ATA suggests that proposed 

§ 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 

§ 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, 

§ 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 § 60.31(a)(2) requires the 

sponsor to maintain a record of all FSTD 

modifications affected under § 60.23 

since the issuance of the original 

Statement of Qualification. The revision 

to § 60.31(a)(2) captures the software 

and hardware changes required in 

proposed § 60.31(a)(2) and (a)(5). We 

have therefore deleted § 60.31(a)(5). 

Also, the FAA has modified 

§ 60.31(a)(4) to require that sponsors 

keep the name of the person who 

determines that a discrepancy is 

corrected. 


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Record of FSD Users 

ATA and United state that proposed 

§ 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 § 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 § 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 

§ 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 

(§ 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 (§ 60.35) 

Many commenters address the impact 

of proposed § 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 


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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 § 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 § 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 § 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 selfdisclosure programs, the FAA considers 

the correct vehicle for such selfdisclosures 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 


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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). 


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TABLE 14.—SUMMARY OF RFA DETERMINATION OF ECONOMIC IMPACT

Sponsor Number of 

employees 

Annual revenues Annualized 

cost of compliance 1

Compliance as percentage of 

annual revenues 

Significant economic impact? 

y/n 

2000 2001 2002 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 inflationadjusted 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 

■ The Federal Aviation Administration 

amends Title 14, Chapter I of the Code 

of Federal Regulations as follows: 

PART 1—DEFINITIONS AND 

ABBREVIATIONS 

■ 1. The authority citation for part 1 

continues to read as follows: 

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

■ 2. Section 1.1 is amended by adding 

new definitions in alphabetical order to 

read as follows: 

§ 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, 


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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-offreedom 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. 

* * * * * 

■ 3. Section 1.2 is amended by adding 

new abbreviations in alphabetical order 

to read as follows: 

§ 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 

■ 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. 

■ 5. Amend the table in § 11.201(b) by 

adding an entry for part 60 to read as 

follows: 

§ 11.201 Office of Management and Budget 

(OMB) control numbers assigned under the 

Paperwork Reduction Act. 

* * * * * 

(b) * * * 

14 CFR part or section identified and described Current OMB 

control number 

* * * * * 

Part 60 .................................. 2120–0680 

* * * * * 

■ 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. 

§ 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 § 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. 

§ 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. 

§ 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. 

§ 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. 


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(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. 

§ 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. 

§ 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 FAAapproved 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 FAAapproved 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 § 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. 

§ 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; 


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(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 ongoing 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. 

§ 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 § 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 § 60.23. 

(e) Is operated in accordance with the 

provisions and limitations of § 60.25. 

§ 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. 

§ 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. 

§ 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 § 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 subsystems (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 § 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; 


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(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. 

§ 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 

§ 60.15(c) that a pilot, designated by the 

sponsor in accordance with § 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 § 60.15(h). 

(d) The sponsor may not modify the 

FSTD except as described in § 60.23. 

§ 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 § 60.27 and—

(i) Restored under § 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 § 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 


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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. 

§ 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 NSPMconducted 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 § 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. 

§ 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. 

§ 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 § 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 § 60.23. 

§ 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 


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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 § 60.15(h) 

and (i) and appropriate objective data in 

accordance with § 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. 

§ 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. 

§ 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 § 60.7(b)(5) 

or (b)(6) and the sponsor does not obtain 

and maintain the written statement as 

described in § 60.7(d)(2). 

(2) The FSTD is not inspected in 

accordance with § 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 §§ 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 §§ 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. 

§ 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 §§ 60.15 and 60.17(c) 


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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 §§ 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 sponsorconducted quarterly inspections missed, 

and the care that had been taken of the 

device since the loss of qualification. 

§ 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 § 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 § 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 § 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. 

§ 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. 

§ 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. 

§ 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 

lllllllllllllllllllll

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 (§§ 60.1 and 60.2). 

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the 

Sponsor (§ 60.9). 

8. Simulator Use (§ 60.11). 

9. Simulator Objective Data Requirements 

(§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

Simulator (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for a 

Currently Qualified Simulator (§ 60.16). 

13. Previously Qualified Simulators 

(§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19). 

15. Logging Simulator Discrepancies 

(§ 60.20). 

16. Interim Qualification of Simulators for 

New Airplane Types or Models (§ 60.21). 

17. Modifications to Simulators (§ 60.23). 


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18. Operations with Missing, 

Malfunctioning, or Inoperative Components 

(§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29). 

21. Record keeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33). 

23. Specific Full Flight Simulator 

Compliance Requirements (§ 60.35). 

24. [Reserved] 

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37). 

Attachment 1 to Appendix A to Part 60—

General Simulator Requirements. 

Attachment 2 to Appendix A to Part 60—

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 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

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 

lllllllllllllllllllll

2. Applicability (§§ 60.1 & 60.2) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.1, 

Applicability, or to § 60.2, Applicability of 

sponsor rules to persons who are not 

sponsors and who are engaged in certain 

unauthorized activities. 

End Information 

lllllllllllllllllllll

3. Definitions (§ 60.3) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.4, 

Qualification Performance Standards. 

End Information 

lllllllllllllllllllll

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

Begin Information 

See appendix E for additional regulatory 

and informational material regarding Quality 

Management Systems. 

End Information 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

a. The intent of the language in § 60.7(b) is 

to have a specific FFS, identified by the 

sponsor, used at least once in an FAAapproved 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 

§ 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 § 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 

§ 60.7(d)(1)); 

OR 

(ii) Used by another FAA certificate holder 

in that other certificate holder’s FAAVerDate Aug<31>2005 01:08 Oct 28, 2006 Jkt 211001 PO 00000 Frm 00043 Fmt 4701 Sfmt 4700 E:\FR\FM\30OCR2.SGM 30OCR2

sroberts on PROD1PC70 with RULES
63434 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

approved flight training program for the 

airplane simulated (as described in 

§ 60.7(d)(1)). This 12-month period is 

established in the same manner as in 

example one. 

OR 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

airplane, not the subject FFS or another FFS, 

during the preceding 12-month period) 

stating that the subject FFSs performance and 

handling qualities represent the airplane (as 

described in § 60.7(d)(2)). This statement is 

provided at least once in each 12-month 

period established in the same manner as in 

example one. 

(b) 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 

§ 60.7(d)(1)); 

OR 

(ii) A statement is obtained from a 

qualified pilot (having flown the airplane, 

not the subject FFS or another FFS during the 

preceding 12-month period) stating that the 

performance and handling qualities of each 

FFS in the Chicago and Moscow centers 

represents the airplane (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FSTD. 

End Information 

lllllllllllllllllllll

8. Simulator Use (§ 60.11) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.11, 

Simulator Use. 

End Information 

lllllllllllllllllllll

9. Simulator Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

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 § 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 

lllllllllllllllllllll

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 § 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-bycase basis, whether or not to approve 


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supplemental validation data derived from 

flight data recording systems such as a Quick 

Access Recorder or Flight Data Recorder. 

End Information 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the 

Simulator (§ 60.14) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

lllllllllllllllllllll

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 § 60.15(a) must 

include all of the following: 

(1) A statement that the FFS meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

in § 60.15(b) in such time as to be received 

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) A 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 

§ 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 


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63436 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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 

lllllllllllllllllllll

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 FAAapproved 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 § 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 § 60.15(g)(6), include 

windshear training and circling approaches. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for a Currently 

Qualified Simulator (§ 60.16) 

There is no additional regulatory or 

informational material that applies to § 60.16, 


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Additional Qualifications for a Currently 

Qualified FFS. 

13. Previously Qualified Simulators (§ 60.17) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

§ 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 

§ 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 

lllllllllllllllllllll

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Begin Information 

d. The sponsor’s test sequence and the 

content of each quarterly inspection required 

in § 60.19(a)(1) should include a balance and 

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FFS systems. 

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 § 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 

§ 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 

lllllllllllllllllllll

15. Logging Simulator Discrepancies 

(§ 60.20) 

There is no additional regulatory or 

informational material that applies to § 60.20. 

Logging FFS Discrepancies. 

16. Interim Qualification of Simulators for 

New Airplane Types or Models (§ 60.21) 

There is no additional regulatory or 

informational material that applies to § 60.21, 

Interim Qualification of FFSs for New 

Airplane Types or Models. 

17. Modifications to Simulators (§ 60.23) 

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Begin QPS Requirements 

a. The notification described in 

§ 60.23(c)(2) must include a complete 

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FFS and the 

results that are expected with the 

modification incorporated. 

b. Prior to using the modified FFS: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

FSTD Directives are considered 

modifications of an FFS. See Attachment 4 

for a sample index of effective FSTD 

Directives. 

End Information 

lllllllllllllllllllll

18. Operation With Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FFS, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. If the 29th or 30th day of the 30-day 

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

c. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FFS. Repairs 

having a larger impact on FFS capability to 

provide the required training, evaluation, or 

flight experience will have a higher priority 

for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice 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 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice 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 

lllllllllllllllllllll

21. Recordkeeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FSTD modifications can include 

hardware or software changes. For FSTD 

modifications involving software 

programming changes, the record required by 

§ 60.31(a)(2) must consist of the name of the 

aircraft system software, aerodynamic model, 

or engine model change, the date of the 

change, a summary of the change, and the 

reason for the change. 

b. If a coded form for record keeping is 

used, it must provide for the preservation 

and retrieval of information with appropriate 

security or controls to prevent the 

inappropriate alteration of such records after 

the fact. 

End QPS Requirements 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.33, Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements. 

23. Specific Full Flight Simulator 

Compliance Requirements (§ 60.35) 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.35, Specific FFS Compliance 

Requirements. 

24. [Reserved] 

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

There are no additional QPS requirements 

or informational material that apply to 

§ 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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

lllllllllllllllllllll


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

1. General Cockpit Configuration 

1.a ....... The simulator must have a cockpit that is a replica of 

the airplane simulated with controls, equipment, observable cockpit indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the airplane. The direction of movement of 

controls and switches must be identical to the airplane. Pilot seats must allow the occupant to achieve 

the design ‘‘eye position’’ established for the airplane 

being simulated. Equipment for the operation of the 

cockpit windows must be included, but the actual windows need not be operable. Additional equipment 

such as fire axes, extinguishers, and spare light bulbs 

must be available in the FFS but may be relocated to 

a suitable location as near as practical to the original 

position. Fire axes, landing gear pins, and any similar 

purpose instruments need only be represented in silhouette.

An SOC is required. 

X X X X For simulator purposes, the cockpit consists of all that 

space forward of a cross section of the flight deck at 

the most extreme aft setting of the pilots’ seats, including additional required crewmember duty stations 

and those required bulkheads aft of the pilot seats. 

For clarification, bulkheads containing only items 

such as landing gear pin storage compartments, fire 

axes or extinguishers, spare light bulbs, and aircraft 

document pouches are not considered essential and 

may be omitted. 

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

observable cockpit indications must be properly located and functionally accurate.

X X X X 

An SOC is required. 

2. Programming 

2.a ....... A flight dynamics 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.

X X X X 

2.b ....... The simulator must have the computer capacity, accuracy, resolution, and dynamic response needed to 

meet the qualification level sought.

X X X X 

An SOC is required. 

2.c ........ Surface operations 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.

X 

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 characteristics, including aerodynamic 

and ground reaction modeling including steering inputs, operations with crosswind, braking, thrust reversing, deceleration, and turning radius.

X X X 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

2.e ....... The simulator must employ windshear models that provide training for recognition of windshear phenomena 

and the execution of recovery procedures. Models 

must be available to the instructor/evaluator for the 

following critical phases of flight: 

(1) Prior to takeoff rotation. 

(2) At liftoff. 

(3) During initial climb. 

(4) On final approach, below 500 ft AGL. 

The QTG must reference the FAA Windshear Training 

Aid or present alternate airplane related data, 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 § 121.409. 

Objective tests are required for qualification; see Attachment 2 and Attachment 5 of this appendix. 

X X If desired, Level A and B simulators may qualify for 

windshear training by meeting these standards; see 

Attachment 5 of this appendix. Windshear models 

may consist of independent variable winds in multiple 

simultaneous components. The FAA Windshear 

Training Aid presents one acceptable means of compliance with simulator wind model requirements. 

2.f ........ The simulator must provide for automatic testing of simulator hardware and software programming to determine compliance with simulator objective tests as 

prescribed in Attachment 2.

X X Automatic ‘‘flagging’’ of out-of-tolerance situations is encouraged. 

An SOC is required. 

2.g ....... Relative responses of the motion system, visual system, and cockpit instruments, measured by latency 

tests or transport delay tests. Motion onset should 

occur before the start of the visual scene change (the 

start of the scan of the first video field containing different information) but must occur before the end of 

the scan of that video field. Instrument response may 

not occur prior to motion onset. Test results must be 

within the following limits: 

The intent is to verify that the simulator provides instrument, motion, and visual cues that are, within the 

stated time delays, like the airplane responses. For 

airplane response, acceleration in the appropriate, 

corresponding rotational axis is preferred. 

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

Objective Tests are required. 

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

Objective Tests are required. 

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

runway conditions: 

X X 

(1) Dry. 

(2) Wet. 

(3) Icy. 

(4) Patchy Wet. 

(5) Patchy Icy. 

(6) Wet on Rubber Residue in Touchdown Zone. 

An SOC is required. 

Objective tests are required only for dry, wet, and icy 

runway conditions; see Attachment 2. 

2.i ......... The simulator must simulate: 

(1) brake and tire failure dynamics, including antiskid failure. 

(2) decreased brake efficiency due to high brake 

temperatures, if applicable. 

An SOC is required. 

X X Simulator pitch, side loading, and directional control 

characteristics should be representative of the airplane. 

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

icing.

X X 

A Subjective Test is required. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

2.k ........ The aerodynamic modeling in the simulator must include: 

(1) Low-altitude level-flight ground effect; 

(2) Mach effect at high altitude; 

(3) Normal and reverse dynamic thrust effect on 

control surfaces; 

(4) Aeroelastic representations; and 

(5) Nonlinearities due to sideslip. 

X See Attachment 2, paragraph 4, for further information 

on ground effect. 

An SOC is required and must include references to 

computations of aeroelastic representations and of 

nonlinearities due to sideslip. 

2.l ......... The simulator must have aerodynamic and ground reaction modeling for the effects of reverse thrust on directional control, if applicable.X X X 

An SOC is required. 

3. Equipment Operation 

3.a ....... All relevant 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.

X X X X 

A subjective test is required. 

3.b ....... Communications, navigation, caution, and warning 

equipment must be installed and operate within the 

tolerances applicable for the airplane.

A subjective test is required. 

X X X X See Attachment 3 for further information regarding longrange navigation equipment. 

3.c ........ Simulator systems must operate as the airplane systems operate under normal, abnormal, and emergency operating conditions on the ground and in flight.X X X X 

A subjective test is required. 

3.d ....... The simulator must 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.

X X X X 

A objective test is required. 

4. Instructor or Evaluator Facilities 

4.a ....... In addition to the flight crewmember stations, the simulator must have at least two suitable seats for the instructor/check airman and FAA inspector. These 

seats must provide adequate vision to the pilot’s 

panel and forward windows. All seats other than flight 

crew seats need not represent those found in the airplane, but must be adequately secured to the floor 

and equipped with similar positive restraint devices.

X X X X The NSPM will consider alternatives to this standard for 

additional seats based on unique cockpit configurations. 

A subjective test is required. 

4.b ....... The simulator must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions into the simulated airplane systems as described in the sponsor’s FAA-approved training program; or as described in the relevant operating manual as appropriate.X X X X 

A subjective test is required. 

4.c ........ The simulator must have instructor controls for environmental conditions including wind speed and direction.X X X X 

A subjective test is required. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

4.d ....... The simulator must provide the instructor or evaluator 

the ability to present ground and air hazards.

A subjective test is required. 

X X For example, another airplane crossing the active runway or converging airborne traffic. 

5. Motion System 

5.a ....... The simulator must have motion (force) cues perceptible to the pilot that are representative of the motion 

in an airplane.

A subjective test is required. 

X X X X For example, touchdown cues should be a function of 

the rate of descent (RoD) of the simulated airplane. 

5.b ....... The simulator must have a motion (force cueing) system with a minimum of three degrees of freedom (at 

least pitch, roll, and heave).

X X 

An SOC is required. 

5.c ........ The simulator must have a motion (force cueing) system that produces cues at least equivalent to those of 

a six-degrees-of-freedom, synergistic platform motion 

system (i.e., pitch, roll, yaw, heave, sway, and surge).

X X 

An SOC is required. 

5.d ....... The simulator must provide for the recording of the motion system response time.X X X X 

An SOC is required. 

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

to include: 

X X X 

(1) Thrust effect with brakes set. 

(2) Runway rumble, oleo deflections, effects of 

ground speed, uneven runway, centerline lights, 

and taxiway characteristics. 

(3) Buffets on the ground due to spoiler/ 

speedbrake extension and thrust reversal. 

(4) Bumps associated with the landing gear. 

(5) Buffet during extension and retraction of landing 

gear. 

(6) Buffet in the air due to flap and spoiler/ 

speedbrake extension. 

(7) Approach-to-Stall buffet. 

(8) Representative touchdown cues for main and 

nose gear. 

(9) Nosewheel scuffing, if applicable. 

(10) Mach and maneuver buffet. 

A subjective test is required. 

5.f ........ The simulator must provide characteristic motion vibrations that result from operation of the airplane if the 

vibration marks an event or airplane state that can be 

sensed in the cockpit.

A objective test is required. 

X The simulator should be programmed and instrumented 

in such a manner that the characteristic buffet modes 

can be measured and compared to airplane data. 

6. Visual System 

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

out-of-the-cockpit view.

X X X X 

A subjective test is required. 

6.b ....... The simulator must have operational landing lights for 

night scenes. Where used, dusk (or twilight) scenes 

require operational landing lights.

X X X X 

A subjective test is required. 

6.c ........ The simulator must have instructor controls for the following: X X X X 

(1) Cloudbase. 

(2) Visibility in statute miles (km) and runway visual 

range (RVR) in ft. (m). 

(3) Airport selection. 

(4) Airport lighting. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

A subjective test is required. 

6.d ....... Each airport scene displayed must include the following: X X X X 

(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 which runway features are visible, as 

measured from runway threshold to an airplane 

aligned with the runway on an extended 3 ° glide 

slope must not be less than listed below: 

X X X X 

(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) arcminutes resolution on day scenes. 

A subjective test is required. 

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

with dynamic response programming.

X X X X 

A subjective test is required. 

6.g ....... The simulator must show that the segment of the 

ground visible from the simulator flight deck is the 

same as from the airplane flight deck (within established tolerances) when at the correct 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. 

X X X X This will show the modeling accuracy of RVR, 

glideslope, and localizer for a given weight, configuration, and speed within the airplane’s operational envelope for a normal approach and landing. 

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

assess sink rates (provide depth perception) during 

takeoffs and landings, to include: 

X X X 

(1) Surface on runways, taxiways, and ramps. 

(2) Terrain features. 

A subjective test is required. 

6.i ......... The simulator must provide for accurate portrayal of the 

visual environment relating to the simulator attitude.

A subjective test is required. 

X X X X Visual attitude vs. simulator attitude is a comparison of 

pitch and roll of the horizon as displayed in the visual 

scene compared to the display on the attitude indicator. 

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

visual system color, RVR, focus, and intensity.

X X 

An SOC is required. 

A subjective test is required. 

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

scenes including: 

X X 

(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. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

(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 be capable of producing at least 10 

levels of occulting.

X X 

A subjective test is required. 

6.m ...... Night Visual 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.

X X X X 

6.n ....... Dusk (or Twilight) 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.

X X 

An SOC is required. 

A subjective test is required. 

6.o ....... 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.

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. 

X Brightness capability may be demonstrated with a test 

pattern of white light using a spot photometer. Daylight visual system is defined as a visual system capable of producing, at a minimum, full color presentations, scene content comparable in detail to that 

produced by 4,000 edges or 1,000 surfaces for daylight and 4,000 lightpoints for night and dusk scenes, 

6 foot-lamberts (20 cd/m 2) of light measured at the 

pilot’s eye position (highlight brightness) and a display which is free of apparent quantization and other 

distracting visual effects while the simulator is in motion. 

6.p ....... The simulator must provide operational visual scenes 

that portray physical relationships known to cause 

landing illusions to pilots.

A subjective test is required. 

X For example: short runways, landing approaches over 

water, uphill or downhill runways, rising terrain on the 

approach path, unique topographic features. 

6.q ....... The simulator must provide special weather representations of light, medium, and heavy precipitation near a 

thunderstorm on takeoff and during approach and 

landing. Representations need only be presented at 

and below an altitude of 2,000 ft. (610 m) above the 

airport surface and within 10 miles (16 km) of the airport.

X 

A subjective test is required. 

6.r ........ The simulator must 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.

X 

A subjective test is required. 

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

directionality of all airport lighting.

X 

A subjective test is required. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

<<<QPS requirements>>> Simulator levels <Information> 

No. General simulator requirements A B C D notes 

7. Sound System 

7.a ....... The simulator must provide cockpit sounds that result 

from pilot actions that correspond to those that occur 

in the airplane.

X X X X 

7.b ....... The simulator must 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.

X X 

An SOC is required. 

A subjective test is required. 

7.c ........ The simulator must 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.

X 

Objective tests are required. 

Table A1B—[Reserved] 

Attachment 2 to Appendix A to Part 60—

Full Flight Simulator (FFS) Objective Test 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 § 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 


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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 Nonnormal 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 ±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 

lllllllllllllllllllll

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1. Performance 

1.a. Taxi 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.a.1 ....... Minimum Radius Turn ..... ±3 ft (0.9 m) or 20% of airplane 

turn radius.

Ground ..................... Record both Main 

and Nose gear 

turning radius. This 

test is to be accomplished without 

the use of brakes 

and only minimum 

thrust, except for 

airplanes requiring 

asymmetric thrust 

or braking to turn.

X X X 

1.a.2 ....... Rate of Turn vs. 

Nosewheel Steering 

Angle (NWA).

±10% or ±2% sec. turn rate ...... Ground ..................... Record a minimum of 

two speeds, greater than minimum 

turning radius 

speed, with a 

spread of at least 5 

knots groundspeed.

X X X 

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 Time 

andDistance.

±5% time and distance or ±5% 

time and ±200 ft (61 m) of 

distance.

Takeoff ..................... Record acceleration 

time and distance 

for a minimum of 

80% of the time 

from brake release 

to VR. Preliminary 

aircraft certification 

data may be used.

X X X X May be combined 

with normal takeoff 

(1.b.4.) or rejected 

takeoff (1.b.7.). 

Plotted data should 

be shown using 

appropriate scales 

for each portion of 

the maneuver. 

1.b.2 ....... Minimum Control 

Speed—ground (Vmcg) 

using aerodynamic controls only (per applicable airworthiness standard or alternative) or 

engine inoperative test 

to demonstrate ground 

control characteristics.

±25% of maximum airplane lateral deviation or ±5 ft (1.5 m). 

Additionally, for those simulators of airplanes with reversible flight control systems: 

Rudder pedal force; ±10% or 

±5 lb (2.2 daN).

Takeoff ..................... Engine failure speed 

must be within ±1 

knot of airplane engine failure speed. 

Engine thrust 

decay must be that 

resulting from the 

mathematical 

model for the engine variant applicable to the full 

flight simulator 

under test. If the 

modeled engine is 

not the same as 

the airplane manufacturer’s flight test 

engine, a further 

test may be run 

with the same initial conditions 

using the thrust 

from the flight test 

data as the driving 

parameter.

X X X X If a Vmcg test is not 

available an acceptable alternative 

is a flight test snap 

engine deceleration 

to idle at a speed 

between V11 and 

V1—10 knots, followed by control of 

heading using aerodynamic control 

only. Recovery 

should be achieved 

with the main gear 

on the ground. To 

ensure only aerodynamic control is 

used, nosewheel 

steering should be 

disabled (i.e., 

castored) or the 

nosewheel held 

slightly off the 

ground. 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.b.3 ....... Minimum Unstick Speed 

(Vmu) or equivalent test 

to demonstrate early 

rotation takeoff characteristics.

±3 kts airspeed, ±1.5° pitch 

angle.

Takeoff ..................... Record main landing 

gear strut compression or equivalent 

air/ground signal. 

Record from 10 kt 

before start of rotation until at least 5 

seconds after the 

occurrence of main 

gear lift-off.

X X X X Vmu is defined as the 

minimum speed at 

which the last main 

landing gear leaves 

the ground. Main 

landing gear strut 

compression or 

equivalent air/ 

ground signal 

should be recorded. If a Vmu

test is not 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 ................ ±3 kts airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±20 ft (6 m) height. Additionally, for those simulators of 

airplanes with reversible flight 

control systems: Stick/Column 

Force; ±10% or ± 5 lb (2.2 

daN).

Takeoff ..................... Record takeoff profile 

from brake release 

to at least 200 ft 

(61 m) above 

ground level (AGL). 

If the airplane has 

more than one certificated takeoff 

configuration, a different configuration 

must be used for 

each weight. Data 

are required for a 

takeoff weight at 

near maximum 

takeoff weight with 

a mid-center of 

gravity and for a 

light takeoff weight 

with an aft center 

of gravity, as defined in appendix F.

X X X X This test may be 

used for ground 

acceleration time 

and distance 

(1.b.1.). Plotted 

data should be 

shown using appropriate scales for 

each portion of the 

maneuver. 

1.b.5 ....... Critical Engine Failure on 

Takeoff.

±3 kts airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±20 ft (6 m) height, ±3° heading angle, ±2° bank angle, ±2° 

sideslip angle. Additionally, for 

those simulators of airplanes 

with reversible flight control 

systems: Stick/Column Force; 

±10% or ±5 lb (2.2 daN); 

Wheel Force; ±10% or ±3 lb 

(1.3 daN); and Rudder Pedal 

Force; ±10% or ±5 lb (2.2 

daN).

Takeoff ..................... Record takeoff profile 

at near maximum 

takeoff weight from 

prior to engine failure to at least 200 

ft (61 m) AGL. Engine failure speed 

must be within ±3 

kts of airplane data.

X X X X 

1.b.6 ....... Crosswind Takeoff ........... ±3 kts airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±20 ft (6 m) height, ±2° bank 

angle, ±2° sideslip angle; ±3° 

heading angle. Additionally, 

for those simulators of airplanes with reversible flight 

control systems: Stick/Column 

Force; ±10% or ±5 lb (2.2 

daN) stick/column force, 

±10% or ±3 lb (1.3 daN) 

wheel force, ±10% or ±5 lb 

(2.2 daN) rudder pedal force.

Takeoff ..................... Record takeoff profile 

from brake release 

to at least 200 ft 

(61 m) AGL. Requires test data, including information 

on wind profile for 

a crosswind component of at least 

60% of the maximum described in 

the Airplane Flight 

Manual (AFM), as 

measured at 33 ft 

(10 m) above the 

runway.

X X X X In those situations 

where a maximum 

crosswind or a 

maximum demonstrated crosswind is not included in the AFM, 

contact the NSPM. 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.b.7 ....... Rejected Takeoff ............. ±5% time or ±1.5 sec, ±7.5% 

distance or ±250 ft (±76 m).

Takeoff ..................... Record time and distance from brake 

release to full stop. 

Speed for initiation 

of the reject must 

be at least 80% of 

V1 speed. The airplane must be at or 

near the maximum 

takeoff gross 

weight. Use maximum braking effort, auto or manual.

X X X X Autobrakes will be 

used where applicable. 

1.b.8 ....... Dynamic Engine Failure 

After Takeoff.

±20% or ±2°/sec body angular 

rates.

Takeoff ..................... Engine failure speed 

must be within ±3 

kts of airplane 

data. Record 

Hands Off from 5 

secs. before to at 

least 5 secs. after 

engine failure or 

30° Bank, whichever occurs first. 

Engine failure may 

be a snap deceleration to idle. 

(CCA: Test in Normal and Non-normal control state.).

X X For safety considerations, airplane 

flight test may be 

performed out of 

ground effect at a 

safe altitude, but 

with correct airplane configuration 

and airspeed. 

1.c. ......... Climb 

1.c.1 ....... Normal Climb, all engines 

operating.

±3 kts airspeed, ±5% or ±100 

FPM (0.5 m/Sec.) climb rate.

Clean ........................ Flight test data is 

preferred, however, 

airplane performance manual data 

is an acceptable alternative. Record 

at nominal climb 

speed and mid-initial climb altitude. 

Flight simulator 

performance must 

be recorded over 

an interval of at 

least 1,000 ft. 

(300m).

X X X X 

1.c.2 ....... One engine Inoperative ... ±3 kts airspeed, ±5% or ±100 

FPM (0.5 m/Sec.) climb rate, 

but not less than the FAAApprioved Airplane Flight 

Manual (AFM) values.

For part 23 airplanes, 

in accordance with 

part 23. For part 25 

airplanes, Second 

Segment Climb.

Flight test data is 

preferred, however, 

airplane performance manual data 

is an acceptable alternative. Test at 

weight, altitude, or 

temperature limiting conditions. 

Record at nominal 

climb speed. Flight 

simulator performance must be recorded over an interval of at least 

1,000 ft. (300m).

X X X X 

1.c.3 ....... One Engine Inoperative 

En route Climb.

±10% time, ±10% distance, 

±10% fuel used.

Clean ........................ Record results for at 

least a 5000 ft 

(1550 m) climb 

segment. Flight 

test data or airplane performance 

manual data may 

be used.

X X 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.c.4 ....... One Engine Inoperative 

Approach Climb (if the 

approved AFM requires 

specific performance in 

icing conditions).

±3 kts airspeed, ±5% or ±100 

FPM (0.5 m/Sec.) climb rate, 

but not less than the climb 

gradient requirements of 14 

CFR parts 23 or 25 climb gradient, as appropriate.

Approach .................. Record results at 

near maximum 

gross landing 

weight as defined 

in appendix F. 

Flight test data or 

airplane performance manual data 

may be used. 

Flight simulator 

performance must 

be recorded over 

an interval of at 

least 1,000 ft. 

(300m).

X X X X The airplane should 

be configured with 

all anti-ice and deice systems operating normally, with 

the gear up and 

go-around flaps 

set. All icing accountability considerations should be 

applied in accordance with the AFM 

for an approach in 

icing conditions. 

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

1.d.1 ....... Level flight acceleration ... ±5% Time ................................... Cruise ....................... Record results for a 

minimum of 50 kts 

speed increase 

using maximum 

continuous thrust 

rating or equivalent.

X X X X 

1.d.2 ....... Level flight deceleration .. ±5% Time ................................... Cruise ....................... Record results for a 

minimum of 50 kts 

speed decrease 

using idle power.

X X X X 

1.d.3 ....... Cruise performance ......... ±0.05 EPR or ±5% of N1, or 

±5% of Torque, ±5% of fuel 

flow.

Cruise ....................... May be a single 

snapshot showing 

instantaneous fuel 

flow or a minimum 

of 2 consecutive 

snapshots with a 

spread of at least 3 

minutes in steady 

flight.

X X 

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

1.e.1 ....... Stopping time and distance, using manual 

application of wheel 

brakes and no reverse 

thrust on a dry runway.

±5% of time. For distance up to 

4000 ft (1220 m): ±200 ft (61 

m) or ±10%, whichever is 

smaller. For distance greater 

than 4000 ft (1220 m): ±5% of 

distance.

Landing ..................... Record time and distance for at least 

80% of the total 

time from touch 

down to full stop. 

Data is required for 

weights at medium 

and near maximum 

landing weights. 

Data for brake system pressure and 

position of ground 

spoilers (including 

method of deployment, if used) must 

be provided. Engineering data may 

be used for the 

medium gross 

weight condition.

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63451 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.e.2 ....... Stopping time and distance, using reverse 

thrust and no wheel 

brakes on a dry runway.

±5% time and the smaller of 

±10% or ±200 ft (61 m) of distance.

Landing ..................... Record time and distance for at least 

80% of the total 

time from initiation 

of reverse thrust to 

the minimum operating speed with 

full reverse thrust. 

Data is required for 

medium and near 

maximum landing 

gross weights. 

Data on the position of ground 

spoilers, (including 

method of deployment, if used) must 

be provided. Engineering data may 

be used for the 

medium gross 

weight condition.

X X X X 

1.e.3 ....... Stopping distance, using 

wheel brakes and no 

reverse thrust on a wet 

runway.

±10% of distance or ±200 ft (61 

m).

Landing ..................... Either flight test data 

or manufacturer’s 

performance manual data must be 

used where available. Engineering 

data based on dry 

runway flight test 

stopping distance 

modified by the effects of contaminated runway braking coefficients are 

an acceptable alternative.

X X 

1.e.4 ....... Stopping distance, using 

wheel brakes and no 

reverse thrust on an icy 

runway.

±10% of distance or ±200 ft (61 

m).

Landing ..................... Either flight test or 

manufacturer’s performance manual 

data must be used, 

where available. 

Engineering data 

based on dry runway flight test stopping distance modified by the effects 

of contaminated 

runway braking coefficients are an 

acceptable alternative.

X X 

1.f ........... Engines 

1.f.1 ........ Acceleration ..................... ±10% Tt and ±10% Ti, or ±0.25 

sec.

Approach or landing Record engine power 

(N1, N2, EPR, 

Torque) from flight 

idle to go-around 

power for a rapid 

(slam) throttle 

movement.

X X X X T1 is the total time 

from initial throttle 

movement until 

reaching a 10% response of engine 

power. 

Tt is the total time 

from initial throttle 

movement to 

reaching 90% of go 

around power. 


sroberts on PROD1PC70 with RULES
63452 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

1.f.2 ........ Deceleration .................... ±10% Tt and ±10% Ti, or ±0.25 

sec.

Ground ..................... Record engine power 

(N1, N2, EPR, 

Torque) from Max 

T/O power to 90% 

decay of Max T/O 

power for a rapid 

(slam) throttle 

movement.

Ti is the total time 

from initial throttle 

movement until 

reaching a 10% response of engine 

power. 

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, rudder pedal), special 

test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows both 

text fixture results and the results of an alternative approach, such as computer plots produced concurrently, 

that provide satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation 

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 

Contact the NSPM 

for clarification of 

any issue regarding airplanes with 

reversible controls. 

2.a .......... Static Control Tests 

2.a.1.a .... Pitch Controller Position 

vs. Force and Surface 

Position Calibration.

±2 lb (0.9 daN) breakout, ±10% 

or ±5 lb (2.2 daN) force, ±2° 

elevator.

Ground ..................... Record results for an 

uninterrupted control sweep to the 

stops.

X X X X Test results should 

be validated 

(where possible) 

with in-flight data 

from tests such as 

longitudinal static 

stability or stalls. 

Static and dynamic 

flight control tests 

should be accomplished at the 

same feel or impact pressures. 

2.a.1.b .... (Reserved) 

2.a.2.a .... Roll Controller Position 

vs. Force Surface Position Calibration.

±2 lb (0.9 daN) breakout, ±10% 

or ±3 lb (1.3 daN) force, ±2° 

aileron, ±3° spoiler angle.

Ground ..................... Record results for an 

uninterrupted control sweep to the 

stops.

X X X X Test results should 

be validated with 

in-flight data from 

tests such as engine out trims, 

steady state or 

sideslips. Static 

and dynamic flight 

control tests should 

be accomplished at 

the same feel or 

impact pressures. 

2.a.2.b. ... (Reserved).

2.a.3.a. ... Rudder Pedal Position vs. 

Force and Surface Position Calibration.

±5 lb (2.2 daN) breakout, ±10% 

or ±5 lb (2.2 daN) force, ±21⁄2

rudder angle.

Ground ..................... Record results for an 

uninterrupted control sweep to the 

stops.

X X X X Test results should 

be validated with 

in-flight data from 

tests such as engine out trims, 

steady state or 

sideslips. Static 

and dynamic flight 

control tests should 

be accomplished at 

the same feel or 

impact pressures. 

2.a.3.b. ... (Reserved).

2.a.4 ....... Nosewheel Steering Controller Force & Position 

Calibration.

±2 lb (0.9 daN) breakout, ±10% 

or ±3 lb (1.3 daN) force, ±21⁄2

nosewheel angle.

Ground ..................... Record results for an 

uninterrupted control sweep to the 

stops.

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63453 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.a.5 ....... Rudder Pedal Steering 

Calibration.

±°nosewheel angle .................... Ground ..................... Record results for an 

uninterrupted control sweep to the 

stops.

X X X X 

2.a.6 ....... Pitch Trim Indicator vs. 

Surface Position Calibration.

±0.5° of computed trim surface 

angle.

Ground ..................... ................................... X X X X The purpose of the 

test is to compare 

full flight simulator 

against design data 

or equivalent 

2.a.7 ....... (Reserved) ....................... .

2.a.8 ....... Alignment of Cockpit 

Throttle Lever vs. Selected Engine Parameter.

±5° of throttle lever angle, or 

±3% N1 or ±03 EPR, or ± 

torque. For propeller-driven 

airplanes where the propeller 

control levers do not have angular travel, a tolerance of 

±0.8 inch (±2 cm.) applies.

Ground ..................... Requires simultaneous recording for 

all engines. The 

tolerances apply 

against airplane 

data and between 

engines. In the 

case of propeller 

powered airplanes, 

if a propeller lever 

is present, it must 

also be checked. 

For airplanes with 

throttle ‘‘detents,’’

all detents must be 

presented. May be 

a series of snapshot test results..

X X X X 

2.a.9 ....... Brake Pedal Position vs. 

Force and Brake System Pressure 

Calibation.

±5 lb (2.2 daN) or 10% force, 

±150 psi (1.0 MPa) or ±10% 

brake system pressure.

Ground ..................... Hydraulic system 

pressure must be 

related to pedal position through a 

ground static test.

X X X X Full flight simulator 

computer output 

results may be 

used to show compliance. 

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 systems 

±10% of time from 90% of initial displacement (0.9 Ad) to 

first zero crossing and ±10 

(n+1)% of period thereafter 

±10% amplitude of first overshoot applied to all overshoots greater than 5% of initial displacement (.05 Ad). ±1 

overshoot (first significant 

overshoot must be matched).

For overdamped systems: ±10% 

of time from 90% of initial displacement (0.9 Ad) to 10% of 

initial displacement (0.1 Ad) 

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both 

directions. Tolerances apply 

against the absolute values of each 

period (considered 

independently). 

Normal control displacement for this 

test is 25% to 50% 

of the maximum allowable pitch controller deflection for 

flight conditions 

limited by the maneuvering load envelope.

X X ‘‘n’’ is the sequential 

period of a full 

cycle of oscillation. 

Refer to paragraph 

3 of this attachment for more information. Static 

and dynamic flight 

control tests should 

be accomplished at 

the same feel or 

impact pressures. 

For the alternate 

method (see paragraph 3 of this attachment). 

The slow sweep is 

the equivalent to 

the static test 

2.a.1. For the moderate and rapid 

sweeps: ±2 lb (0.9 

daN) or ±10% dynamic increment 

above the static 

force. 


sroberts on PROD1PC70 with RULES
63454 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.b.2 ....... Roll Control ..................... For underdamped systems: 

±10% of time from 90% of initial displacement (0.9 Ad) to 

first zero crossing, and ±10 

(n+1)% of period thereafter.

±10% amplitude of first overshoot, applied to all overshoots greater than 5% of initial displacement (.05 Ad), ±1 

overshoot (first significant 

overshoot must be matched) 

For overdamped systems: ±10% 

of time from 90% of initial displacement (0.9 Ad) to 10% of 

initial displacement (0.1 Ad) 

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both 

directions. Tolerances apply 

against the absolute values of each 

period (considered 

independently). 

Normal control displacement for this 

test is 25% to 50% 

of maximum allowable roll controller 

deflection for flight 

conditions limited 

by the maneuvering load envelope.

X X ‘‘n’’ is the sequential 

period of a full 

cycle of oscillation. 

Refer to paragraph 

3 of this attachment for more information. Static 

and dynamic flight 

control tests should 

be accomplished at 

the same feel or 

impact pressures. 

For the alternate 

method (see paragraph 3 of this attachment). 

The slow sweep is 

the equivalent to 

the static test 

2.a.2. For the moderate and rapid 

sweeps: ±2 lb (0.9 

daN) or ±10% dynamic increment 

above the static 

force. 

2.b.3 ....... Yaw Control ..................... For underdamped systems: 

±10% of time from 90% of initial displacement (0.9 Ad) to 

first zero crossing, and ±10 

(n+1)% of period thereafter 

±10% amplitude of first overshoot, applied to all overshoots greater than 5% of initial displacement (.05 Ad), ±1 

overshoot (first significant 

overshoot must be matched).

For overdamped systems: ±10% 

of time from 90% of initial displacement (0.9 Ad) to 10% of 

initial displacement (0.1 Ad) 

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both 

directions. Tolerances apply 

against the absolute values of each 

period (considered 

independently). 

Normal control displacement for this 

test is 25% to 50% 

of full throw.

X X ‘‘n’’ is the sequential 

period of a full 

cycle of oscillation. 

Refer to paragraph 

3 of this attachment for more information. Static 

and dynamic flight 

control tests should 

be accomplished at 

the same feel or 

impact pressures. 

For the alternate 

method (see paragraph 3 of this attachment). 

The slow sweep is 

the equivalent to 

the static test 

2.a.3. For the moderate and rapid 

sweeps: ±2 lb (0.9 

daN) or ±10% dynamic increment 

above the static 

force. 

2.b.4 ....... Small Control Inputs—

Pitch.

±0.15°/sec body pitch rate or 

±20% of peak body pitch rate 

applied throughout the time 

history.

Approach or Landing Control inputs must 

be typical of minor 

corrections made 

while established 

on an ILS approach course (approximately 0.5°/ 

sec to 2°/sec pitch 

rate). The test 

must be in both directions, showing 

time history data 

from 5 seconds before until at least 5 

seconds after initiation of control 

input.

CCA: Test in normal 

and non-normal 

control states. 

X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63455 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.b.5 ....... Small Control Inputs—

Roll.

±0.15°/sec body roll rate or 

±20% of peak body roll rate 

applied throughout the time 

history.

Approach or landing Control inputs must 

be typical of minor 

corrections made 

while established 

on an ILS approach course (approximately 0.5°/ 

sec to 2°/sec roll 

rate). The test 

must be run in only 

one direction; however, for airplanes 

that exhibit nonsymmetrical 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. 

X X 

2.b.6 ....... Small Control Inputs—

Yaw.

±0.15°/sec body yaw rate or 

±20% of peak body yaw rate 

applied throughout the time 

history.

Approach or landing Control inputs must 

be typical of minor 

corrections made 

while established 

on an ILS approach course (approximately 0.5°/ 

sec to 2°/sec yaw 

rate). The test 

must be run in only 

one direction; however, for airplanes 

that exhibit nonsymmetrical 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. 

X X 

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

Power setting is that required for level flight unless otherwise specified 


sroberts on PROD1PC70 with RULES
63456 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.c.1 ....... Power Change Dynamics ±3 kt airspeed, ±100 ft (30 m) 

altitude, ±20% or ±1.5° pitch 

angle.

Approach .................. Power is changed 

from the thrust setting required for 

approach or level 

flight to maximum 

continuous thrust 

or go-around 

power setting. 

Record the uncontrolled free response from at 

least 5 seconds 

before the power 

change is initiated 

to 15 seconds after 

the power change 

is completed.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.2 ....... Flap/Slat Change Dynamics.±3 kt airspeed, ±100 ft (30 m) 

altitude, ±20% or ±1.5° angle.

Takeoff through initial 

flap retraction, and 

approach to landing.

Record the uncontrolled free response from at 

least 5 seconds 

before the configuration change is 

initiated to 15 seconds after the configuration change is 

completed.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.3 ....... Spoiler/Speedb rake 

Change Dynamics.

±3 kt airspeed, ±100 ft (30 m) 

altitude, ±20% or ±1.5° pitch 

angle.

Cruise ....................... Record the uncontrolled free response from at 

least 5 seconds 

before the configuration change is 

initiated to 15 seconds after the configuration change is 

completed. Record 

results for both extension and retraction.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.4 ....... Gear Change Dynamics .. ±3 kt airspeed, ±100 ft (30 m) 

altitude, ±20% or ±1.5° pitch 

angle.

Takeoff (retraction), 

and Approach (extension).

Record the time history of uncontrolled 

free response for a 

time increment 

from at least 5 seconds before the 

configuration 

change is initiated 

to 15 seconds after 

the configuration 

change is completed.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63457 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.c.5 ....... Longitudinal Trim ............. ±0.5° stabilizer, ±1° elevator, 

±1° pitch angle, ±5% net 

thrust or equivalent.

Cruise, Approach, 

and Landing.

Record steady-state 

condition with 

wings level and 

thrust set for level 

flight. May be a series of snapshot 

tests.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.6 ....... Longitudinal Maneuvering 

Stability (Stick Force/g).

±5 lb (±2.2 daN) or ±10% pitch 

controller force..

Alternative method: ±1° or ±10% 

change of elevator 

Cruise, Approach, 

and Landing.

Continuous time history data or a series of snapshot 

tests may be used. 

Record results up 

to approximately 

30° of bank for approach and landing 

configurations. 

Record results for 

up to approximately 45° of bank 

for the cruise configuration. The 

force tolerance is 

not applicable if 

forces are generated solely by 

the use of airplane 

hardware in the full 

flight simulator.

The alternative method applies to airplanes that do not 

exhibit ‘‘stick-forceper-g’’ characteristics. 

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.7 ....... Longitudinal ..................... ±5 lb (±2.2 daN) or ±10% pitch 

controller force..

Alternative method: ±1° or ±10% 

change of elevator. 

Approach .................. Record results for at 

least 2 speeds 

above and 2 

speeds below trim 

speed. May be a 

series of snapshot 

test results. The 

force tolerance is 

not applicable if 

forces are generated solely by 

the use of airplane 

hardware in the 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. 

X X X X 


sroberts on PROD1PC70 with RULES
63458 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.c.8 ....... Stall Characteristics ........ ±3 kt airspeed for initial buffet, 

stall warning, and stall 

speeds. Additionally, for those 

simulators with reversible 

flight control systems: ±10% 

or ±5 lb (2.2 daN)) Stick/Column force (prior to ‘‘g break’’

only).

Second Segment 

Climb, and Approach or Landing.

The stall maneuver 

must be entered 

with thrust at or 

near idle power 

and wings level 

(1g). Record the 

stall warning signal 

and initial buffet, if 

applicable. Time 

history data must 

be recorded for full 

staff and initiation 

of recovery. The 

stall warning signal 

must occur in the 

proper relation to 

buffet/stall. Full 

flight simulators of 

airplanes exhibiting 

a sudden pitch attitude change or ‘‘g 

break’’ must demonstrate this characteristic.

CCA: Test in normal 

and non-normal 

control states. 

X X X X 

2.c.9 ....... Phugoid Dynamics .......... ±10% period, ±10% of time to 1⁄2 or double amplitude or 

±.02 of damping ratio.

Cruise ....................... The test must include 

whichever is less 

of the following: 

Three full cycles 

(six overshoots 

after the input is 

completed), or the 

number of cycles 

sufficient to determine time to 1⁄2 or 

double amplitude.

CCA: Test in Nonnormal and nonnormal control 

states. 

X X X X 

2.c.10 ..... Short Period Dynamics ... ±1.5° pitch angle or ±2°/sec 

pitch rate, ±0.10g acceleration.

Cruise ....................... CCA: Test in Normal 

and Non-normal 

control states.

X X 

2.c.11 ..... (Reserved) ............................................... .............................. ..............................

2.d Lateral Directional Tests 

Power setting is that required for level flight unless otherwise specified 

2.d.1 ....... Minimum Control Speed, 

Air (Vmca or Vmcl), per 

Applicable Airworthiness Standard or Low 

Speed Engine Inoperative Handling Characteristics in the Air.

±3 kt airspeed ............................ Takeoff or Landing 

(whichever is most 

critical in the airplane).

Takeoff thrust must 

be used on the operating engine(s). 

A time history or a 

series of snapshot 

tests may be used. 

CCA: Test in Normal and Non-normal control states.

X X X X Low Speed Engine 

Inoperative Handling may be governed by a performance or control 

limit that prevents 

demonstration of 

Vmca in the conventional manner. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63459 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.d.2 ....... Roll Response (Rate) ...... ±10% or ±2°/sec roll rate. Additionally, for those simulators 

of airplanes with reversible 

flight control systems: ±10% 

or ±3lb (1.3 daN) wheel force.

Cruise, and Approach 

or Landing.

Record results for 

normal roll controller deflection 

(about one-third of 

maximum roll controller travel). May 

be combined with 

step input of flight 

deck roll controller 

test (2.d.3).

X X X X 

2.d.3 ....... Roll Response to Cockpit 

Roll Controller Step 

Input.

±10% or ±2° bank angle ............ Approach or Landing Record from initiation 

of roll through 10 

seconds after control is returned to 

neutral and released. May be 

combined with roll 

response (rate) test 

(2.d.2).

CCA: Test in Normal 

and Non-normal 

control states. 

X X X X With wings level, 

apply a step roll 

control input using 

approximately onethird of the roll controller travel. When 

reaching approximately 20° to 30° 

of bank, abruptly 

return the roll controller to neutral 

and allow approximately 10 seconds 

of airplane free response. 

2.d.4 ....... Spiral Stability ................. Correct trend and ±2° or ±10% 

bank angle in 20 seconds.

Alternate test requires correct 

trend and ±2° aileron. 

Cruise ....................... Record results for 

both directions. Airplane data averaged from multiple 

tests may be used.

As an alternate test, 

demonstrate the 

lateral control required to maintain 

a steady turn with 

a bank angle of approximately 30° 

CCA: Test in Normal 

and Non-normal 

control states. 

X X X X 

2.d.5 ....... Engine Inoperative Trim .. ±1° rudder angle or ±1° tab 

angle or equivalent pedal, ±2° 

sideslip angle.

Second Segment 

Climb, and Approach or Landing.

May be a series of 

snapshot tests.

X X X X The test should be 

performed in a 

manner similar to 

that for which a 

pilot is trained to 

trim an engine 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 ........... ±2°/sec or ±10% yaw rate ......... Approach or Landing Record results for 

stability 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. 

X X X X 


sroberts on PROD1PC70 with RULES
63460 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.d.7 ....... Dutch Roll (Yaw Damper 

OFF).

±0.5 sec or ±10% of period, 

±10% of time to 1⁄2 or double 

amplitude or ±.02 of damping 

ratio. ±20% or ±1 sec of time 

difference between peaks of 

bank and sideslip.

Cruise, and Approach 

or Landing.

Record results for at 

least 6 complete 

cycles with stability 

augmentation OFF.

CCA: Test in Normal 

and Non-normal 

control states. 

X X X 

2.d.8 ....... Steady State Sideslip ...... For given rudder position, ±2° 

bank angle, ±1° sideslip 

angle, ±10% or ±2° aileron, 

±10% or ±5° spoiler or equivalent roll, controller position or 

force. Additionally, for those 

simulators of airplanes with 

reversible flight control systems: ±10% or ±3 lb (1.3 daN) 

wheel force ±10% or ±5 lb 

(2.2 daN) rudder pedal force.

Approach or Landing May be a series of 

snapshot test results using at least 

two rudder positions. Propeller 

driven airplanes 

must test in each 

direction.

X X X X 

2.e .......... Landings 

2.e.1 ....... Normal Landing ............... ±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±10% or ±10 ft (3 m) height. 

Additionally, for those simulators of airplanes with reversible flight control systems: 

±10% or ±5 lbs (±2.2 daN) 

stick/column force.

Landing ..................... Record results from a 

minimum of 200 ft 

(61 m) AGL to 

nose-wheel touchdown..

CCA: Test in Normal 

and Non-normal 

control states 

X X X Tests should be conducted with two 

normal landing flap 

settings (if applicable). One should 

be at or near maximum certificated 

landing weight. The 

other should be at 

light or medium 

landing weight. 

2.e.2 ....... Miminum Flap Landing .... ±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±10% or ±10 ft (3 m) height. 

Additionally, for those simulators of airplanes with reversible flight control systems: 

±10% or ±5 lbs (2.2 daN) 

stick/column force.

Minimum Certified 

Landing Flap Configuration.

Record results from a 

minimum of 200 ft 

(61 m) AGL to 

nosewheel touchdown with airplane 

at near Maximum 

Landing Weight.

X X 

2.e.3 ....... Crosswind Landing .......... ±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±10% or ±10 ft (3 m) height 

±2° bank angle, ±2° sideslip 

angle, ±3° heading angle. Additionally, for those simulators 

of airplanes with reversible 

flight control systems: ±10% 

or ±3 lbs (1.3 daN) wheel 

force ±10% or ±5 lb (2.2 daN) 

rudder pedal force.

Landing ..................... Record results from a 

minimum of 200 ft 

(61 m) AGL, 

through nosewheel 

touchdown, to 50% 

decrease in main 

landing gear touchdown speed.

X X X Test data should include information 

on wind profile, for 

a crosswind component of 60% of 

the maximum described in the AFM 

as measured at 33 

ft (10m) above the 

runway. 

2.e.4 ....... One Engine Inoperative 

Landing.

±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±10% height or ±10 ft (3 m); 

±2° bank angle, ±2° sideslip 

angle, ±3° heading.

Landing ..................... Record results from a 

minimum of 200 ft 

(61 m) AGL, 

through nosewheel 

touchdown, to 50% 

decrease in main 

landing gear touchdown speed or less.

X X X 

2.e.5 ....... Autopilot landing (if applicable).±5 ft (1.5m) flare height, ±0.5 

sec Tf, ±140 ft/min (.7 m/sec) 

rate of descent at touchdown. ±10 ft (3 m) lateral deviation during rollout.

Landing ..................... If autopilot provides 

rollout guidance, 

record lateral deviation from touchdown to a 50% decrease in main 

landing gear touchdown speed or 

less. Time of autopilot flare mode engage and main 

gear touchdown 

must be noted.

X X X Tf = duration of flare 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

2.e.6 ....... All engines operating, 

autopilot, go around.

±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack.

As per AFM .............. Normal, all-enginesoperating, Go 

Around with the 

autopilot engaged 

(if applicable) at 

medium landing 

weight.

CCA: Test in Normal 

and Non-normal 

control states 

X X X 

2.e.7 ....... One engine inoperative 

go around.

±3 kt airspeed, ±1.5° pitch 

angle, ±1.5° angle of attack, 

±2° bank angle, ±2° slideslip 

angle.

As per AFM .............. The one engine inoperative go around 

is required at near 

maximum certificated landing 

weight with the critical engine inoperative using manual 

controls. If applicable, an additional 

engine inoperative 

go around test 

must be accomplished with the 

autopilot engaged.

CCA: Test in Normal 

and Non-normal 

control states 

X X X 

2.e.8 ....... Directional control (rudder 

effectiveness) with 

symmetric reverse 

thrust.

±2°/sec yaw rate, ±5 kts airspeed.Landing ..................... Record results starting from a speed 

approximating 

touchdown speed 

to the minimum 

thrust reverser operation speed. With 

full reverse thrust, 

apply yaw control 

in both directions 

until reaching minimum thrust reverser operation 

speed.

X X X 

2.e.9 ....... Directional control (rudder 

effectiveness) with 

symmetric reverse 

thrust.

±5 kt airspeed, ±3° heading 

angle.

Landing ..................... Maintain heading with 

yaw control with 

full reverse thrust 

on the operating 

engine(s). Record 

results starting 

from a speed approximating touchdown speed to a 

speed at which 

control of yaw cannot be maintained 

or until reaching 

minimum thrust reverser operation 

speed, whichever 

is higher. The tolerance applies to the 

low speed end of 

the data recording.

X X X 

2.f ........... Ground Effect.


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

Test to demonstrate 

Ground Effect.

±1° elevator or stabilizer angle, 

±5% net thrust or equivalent, 

±1° angle of attack, ±10% 

height or ±5 ft (1.5 m), ±3 kt 

airspeed, ±1° pitch angle.

Landing ..................... The Ground Effect 

model must be 

validated by the 

test selected and a 

rationale must be 

provided for selecting the particular 

test.

X X X See paragraph 4, 

Ground Effect, in 

this attachment for 

additional information. 

2.g .......... Windshear 

Four tests, two takeoff 

and two landing, with 

one of each conducted 

in still air and the other 

with windshear active 

to demonstrate 

windshear models.

See Attachment 5 ...................... Takeoff and Landing Requires windshear 

models that provide training in the 

specific skills needed to recognize 

windshear phenomena and to 

execute recovery 

procedures. See 

Attachment 5 for 

tests, tolerances, 

and procedures.

X X See Attachment 5 for 

information related 

to Level A and B 

simulators. 

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 ....................... ±5 kt airspeed ............................ Cruise ....................... ................................... X X X 

2.h.2 ....... Minimum Speed .............. ±3 kt airspeed ............................ Takeoff, Cruise, and 

Approach or Landing.

................................... X X X 

2.h.3 ....... Load Factor ..................... ±0.1g normal load factor ............ Takeoff, Cruise ......... ................................... X X X 

2.h.4 ....... Pitch Angle ...................... ±1.5° pitch angle ........................ Cruise, Approach ...... ................................... X X X 

2.h.5 ....... Bank Angle ...................... ±2° or ±10% bank angle ............ Approach .................. ................................... X X X 

2.h.6 ....... Angle of Attack ................ ±1.5° angle of attack .................. Second Segment 

Climb, and Approach or Landing.

................................... X X X 

3. Motion System 

3.a .......... Frequency response.

Based on Simulator Capability .. N/A ........................... The test must demonstrate frequency 

response of the 

motion system.

X X X X This test is not required as part of 

continuing qualification evaluations, and should 

be part of the 

MQTG. 

3.b .......... (Reserved) 

3.c .......... (Reserved) 

3.d .......... Motion system repeatability 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

±0.05g actual platform linear acceleration.None ......................... A demonstration is 

required and must 

be 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.

X X X X 

3.e .......... (Reserved) 

3.f ........... (Reserved) 

4. Visual System 

4.a .......... Visual System Response Time: Relative responses of the motion system, visual system, and cockpit instruments must be coupled closely to provide integrated sensory cues. Visual change may start before motion 

response, but motion acceleration must be initiated before completion of the visual scan of the first video 

field containing different information 

See paragraph 14 of 

this attachment for 

additional information. 

4.a.1 ....... Latency 

These systems must respond to abrupt input at 

the pilot’s position.

The response must not be prior 

to that time when the airplane 

responds and may respond 

300 ms (or less) after the airplane responds under the 

same conditions.

N/A ........................... Simultaneously 

record: 1) the output from the pilot’s 

controller(s); 2) the 

output from an accelerometer attached to the motion system platform located at an 

acceptable location 

near the pilots’

seats; 3) the output 

signal to the visual 

system display (including visual system analog 

delays); and 4) the 

output signal to the 

pilot’s attitude indicator or an equivalent test approved 

by the Administrator.

X X The intent is to verify 

that the simulator 

provides instrument, motion, and 

visual cues that 

are, within the stated time delays, like 

the airplane responses. For airplane response, 

acceleration in the 

appropriate, corresponding rotational axis is preferred. Simulator 

Latency is measured from the start 

of a control input to 

the appropriate 

perceivable change 

in flight instrument 

indication; visual 

system response; 

or motion system 

response (this 

does not include 

airplane response 

time as per the 

manufacturer’s 

data). 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

The response must not be prior 

to that time when the airplane 

responds and may respond 

150 ms (or less) after the airplane responds under the 

same conditions.

N/A ........................... Simultaneously 

record: 1) the output from the pilot’s 

controller(s); 2) the 

output from an accelerometer attached to the motion system platform located at an 

acceptable location 

near the pilots’

seats; 3) the output 

signal to the visual 

system display (including visual system analog 

delays); and 4) the 

output signal to the 

pilot’s attitude indicator or an equivalent test approved 

by the Administrator.

X X The transport delay is 

the time between 

the control input 

and the individual 

hardware (i.e., instruments, motion 

system, visual system) responses. If 

Transport Delay is 

the chosen method 

to demonstrate relative responses, 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 

simulator response. 

4.a.2 ....... Transport Delay 

As an alternative to the Latency requirement a transport delay objective test may be 

used to demonstrate that the simulator 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 the control loading electronics and interfacing through all 

the simulation software modules in the correct order, using a handshaking protocol, 

finally through the normal output interfaces to the instrument displays, the motion 

system, and the visual system 

An SOC is required. 

A recordable start 

time for the test 

must be provided 

with the pilot flight 

control input. The 

migration of the 

signal must permit 

normal computation time to be consumed and must 

not alter the flow of 

information through 

the hardware/software system.

The transport delay is 

the time between 

the control input 

and the individual 

hardware (i.e., instruments, motion 

system, visual system) responses. If 

Transport Delay is 

the chosen method 

to demonstrate relative responses, 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 

simulator response. 

The response must not be prior 

to that time when the airplane 

responds and may respond 

300 ms (or less) after controller movement.

N/A ........................... .............................. X X 

The response must not be prior 

to that time when the airplane 

responds and may respond 

150 ms (or less) after controller movement.

N/A ........................... .............................. X X 

..................................... The response must not be prior 

to that time when the airplane 

responds and may respond 

150 ms (or less) after controller movement.

N/A ........................... .............................. X X response, rudder response) the sponsor and the NSPM 

will apply additional 

scrutiny to ensure 

proper simulator 

response. 

4.b .......... Field of View 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

4.b.1 ....... Continuous collimated 

visual field of view.

Minimum continuous collimated 

field of view providing 45° 

horizontal and 30° vertical 

field of view for each pilot 

seat. Both pilot seat visual 

systems must be operable simultaneously.

N/A ........................... Required as part of 

MQTG but not required as part of 

continuing evaluations.

X X A vertical field of 

view of 30° may be 

insufficient to meet 

visual ground segment requirements. 

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 calculated by dividing 

the brightness level 

of the center, bright 

square (providing 

at least 2 foot-lamberts or 7 cd/m2) 

by the brightness 

level of any adjacent dark square. 

This requirement is 

applicable to any 

level of simulator 

equipped with a 

daylight visual system.

X X Measurements 

should be made 

using a 1° spot 

photometer and a 

raster drawn test 

pattern filling the 

entire visual scene 

(all channels) with 

a test pattern of 

black and white 

squares, 5° per 

square, with a 

white square in the 

center of each 

channel. During 

contrast ratio testing, simulator aftcab and flight deck 

ambient light levels 

should be zero. 

4.e. ......... Highlight brightness 

Not less than six (6) foot-lamberts (20 cd/m2).

N/A ........................... Measure the brightness of a white 

square while 

superimposing a 

highlight on that 

white square. The 

use of calligraphic 

capabilities to enhance the raster 

brightness is acceptable; however, 

measuring 

lightpoints is not 

acceptable. This 

requirement is applicable to any 

level of simulator 

equipped with a 

daylight visual system.

X X Measurements 

should be made 

using a 1° spot 

photometer and a 

raster drawn test 

pattern filling the 

entire visual scene 

(all channels) with 

a test pattern of 

black and white 

squares, 5° per 

square, with a 

white square in the 

center of each 

channel. 

4.f ........... Surface resolution 

Not greater than three (3) arc 

minutes.

N/A ........................... An SOC is required 

and must include 

the relevant calculations and an 

explanation of 

those calculations. 

This requirement is 

applicable to any 

level of simulator 

equipped with a 

daylight visual system.

X X The eye will subtend 

two arc minutes 

when positioned on 

a 3° glide slope, 

6,876 ft slant range 

from the centrally 

located threshold 

of a black runway 

surface painted 

with white threshold bars that are 

16 ft wide with 4- 

foot gaps between 

the bars. 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

4.g. ......... Light point size 

..................................... Not greater than six (6) arc-minutes.N/A ........................... An SOC is required 

and must include 

the relevant calculations and an 

explanation of 

those calculations. 

This requirement is 

applicable to any 

level of simulator 

equipped with a 

daylight visual system.

X X Light point size 

should be measured using a test 

pattern consisting 

of a centrally located single row of 

light points reduced 

in length until modulation is just discernible in each 

visual channel. A 

row of 48 lights will 

form a 4° angle or 

less. 

4.h. ......... Light point contrast ratio 

4.h.1. ...... (Reserved) 

4.h.2 ....... For Level C and D simulators.Not less than 25:1. .................... N/A ........................... An SOC is required 

and must include 

the relevant calculations.

X X A 1° spot photometer 

is used to measure 

a square of at least 

1° filled with light 

points (where light 

point modulation is 

just discernible) 

and compare the 

results to the 

measured adjacent 

background. During 

contrast ratio testing, simulator aftcab and flight deck 

ambient light levels 

should be zero. 

4.i ........... Visual ground segment 

The QTG must contain appropriate calculations and a 

drawing showing the pertinent 

data used to establish the airplane location and the segment of the ground that is 

visible considering design 

eyepoint, the airplane attitude, 

cockpit cut-off 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:.

.............................. The simulator must 

be verified for visual ground segment and visual 

scene content for 

the airplane in 

landing configuration and a main 

wheel height of 

100 ft (30m) above 

the touchdown 

zone, on glide 

slope with an RVR 

value set at 1,200 

ft (350m).

X X X X Pre-position for this 

test is encouraged 

but may be 

achieved via manual or autopilot 

control to the desired position. 

(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. 


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

<<<QPS REQUIREMENTS>>> 

Information 

notes Test 

Tolerance Flight 

Conditions Test details 

Simulator 

Level 

No. Title A B C D 

(iii) Glideslope angle. 

..................................... (iv) Airplane pitch angle on 

approach. 

(3) Airplane data for manual 

testing: 

(i) Gross weight. 

(ii) airplane configuration. 

(iii) Approach airspeed. 

5. (Reserved) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 nonuniform 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(Ad) 

on Figure A2A is ±5 percent of the initial 

displacement amplitude Ad from the steady 

state value of the oscillation. Only 

oscillations outside the residual band are 

considered significant. When comparing FFS 

data to airplane data, the process should 

begin by overlaying or aligning the FFS and 

airplane steady state values and then 

comparing amplitudes of oscillation peaks, 

the time of the first zero crossing and 

individual periods of oscillation. The FFS 

should show the same number of significant 

overshoots to within one when compared 

against the airplane data. The procedure for 

evaluating the response is illustrated in 

Figure A2A. 

(b) Critically damped and overdamped 

response. Due to the nature of critically 

damped and overdamped responses (no 

overshoots), the time to reach 90 percent of 

the steady state (neutral point) value should 

be the same as the airplane within ±10 

percent. Figure A2B illustrates the procedure. 

(c) Special considerations. Control systems 

that exhibit characteristics other than 


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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(P0) ±10% of P0

T(P1) ±20% of P1

T(P2) ±30% of P2

T(Pn) ±10(n+1)% of Pn

T(An) ±10% of A1

T(Ad) ±5% of Ad = residual band 

Significant overshoots First overshoot and 

±1 subsequent overshoots 

(b) The following tolerance applies to 

critically damped and overdamped systems 

only. See Figure A2B for an illustration of the 

reference measurements: 

T(P0) ±10% of P0

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. ±2 lb (±0.9 daN)or ±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 

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BILLING CODE 4910–73–P 


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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 

lllllllllllllllllllll

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. 


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(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 ‘‘flyby’’ 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 

lllllllllllllllllllll

TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

1.a.1. Performance. Taxi. Minimum 

Radius turn.

X X TIR, AFM, or Design data may be used.

1.a.2. Performance. Taxi. Rate of 

Turn vs. Nosewheel Steering 

Angle.

X Data may be acquired by using a constant tiller 

position, measured with a protractor or full rudder pedal application for steady state turn, and 

synchronized video of heading indicator. If less 

than full rudder pedal is used, pedal position 

must be recorded.

A single procedure may not be adequate for all airplane steering systems, therefore appropriate measurement procedures must be devised and proposed for NSPM 

concurrence. 

1.b.1. Performance. Takeoff. Ground 

Acceleration Time and Distance.

X X Preliminary certification 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 Control Speed—ground 

(Vmcg) using aerodynamic controls 

only (per applicable airworthiness 

standard) or low speed, engine inoperative ground control characteristics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls..

Rapid throttle reductions at speeds 

near Vmcg may be used while recording appropriate parameters. 

The nose wheel must be free to 

caster, or equivalently freed of 

sideforce generation. 

1.b.3. Performance. Takeoff. Minimum Unstick Speed (Vmu) or 

equivalent test to demonstrate 

early rotation takeoff characteristics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

1.b.4. Performance. Takeoff. Normal 

Takeoff.

X X Data may be acquired by using 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.


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TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

1.b.5. Performance. Takeoff. Critical 

Engine Failure during Takeoff.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

Record airplane dynamic response 

to engine failure and control inputs 

required to correct flight path. 

1.b.6. Performance. Takeoff. Crosswind Takeoff.X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

The ‘‘1:7 law’’ to 100 feet (30 meters) is an acceptable wind profile. 

1.b.7. Performance. Takeoff. Rejected Takeoff.X X Data may be acquired with a 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 

Takeoff.

N/A N/A Applicable only to Level C or Level D FSTDs.

1.c.1. Performance. Climb. Normal 

Climb all engines operating..

X X Data may be acquired with a synchronized video 

of: Calibrated airplane instruments and engine 

power throughout the climb range.

1.c.2. Performance. Climb. One engine Inoperative Climb.X X Data may be acquired with a synchronized video 

of: Calibrated airplane instruments and engine 

power throughout the climb range.

1.c.3. One Engine Inoperative—

Enroute Climb.

N/A N/A Applicable only to Level C or Level D FSTDs.

1.c.4. Performance. Climb. One Engine Inoperative Approach Climb 

(if approved AFM requires specific 

performance in icing conditions).

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments and engine 

power throughout the climb range.

1.d.1. Cruise/Descent. Level flight 

acceleration..

X X Data may be acquired with a synchronized video 

of: calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

1.d.2. Cruise/Descent. Level flight 

deceleration.

X X Data may be acquired with a 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 

Descent.

X X Data may be acquired with a synchronized video 

of: calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

1.e.1. Performance. Stopping. Deceleration time and distance, using 

manual application of wheel 

brakes and no reverse thrust on a 

dry runway.

X X Data may be acquired during landing tests using 

a stopwatch, runway markers, and a synchronized video of: Calibrated airplane instruments, thrust lever position and the pertinent 

parameters of engine power.

1.e.2. Performance. Ground. Deceleration Time and Distance, using 

reverse thrust and no wheel 

brakes.

X X Data may be acquired during landing tests using 

a stop watch, runway markers, and a synchronized video of: Calibrated airplane instruments, thrust lever position and the pertinent 

parameters of engine power.


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TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

1.e.3. Stopping Distance—wheel 

brakes, and no reverse thrust on a 

wet runway.

N/A N/A Applicable only to Level C and Level D FSTDs.

1.e.4. Stopping Distance—wheel 

brakes, and no reverse thrust on 

an icy runway.

N/A N/A Applicable only to Level C and Level D FSTDs.

1.f.1. Performance. Engines. Acceleration.X X Data may be acquired with a synchronized video 

recording of: engine instruments and throttle 

position.

1.f.2. Performance. Engines. Deceleration.X X Data may be acquired with a synchronized video 

recording of: Engine instruments and throttle 

position.

2.a.1.a. Handling Qualities. Static 

Control Checks. Pitch Controller 

Position vs. Force and Surface Position Calibration.

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if 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 

Control Checks. Roll Controller 

Position vs. Force and Surface Position Calibration.

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if 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 

Control Checks. Rudder Pedal Position vs. Force and Surface Position Calibration.

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if 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 Control Checks. Nosewheel Steering 

Controller Force & Position.

X X Breakout data may be acquired with a hand-held 

force 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 Control Checks. Rudder Pedal Steering Calibration.X X Data may be acquired through the use of force 

pads on the rudder pedals and a pedal position measurement device, together with design 

data for nose wheel position.


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TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

2.a.6. Handling Qualities. Static Control Checks. Pitch Trim Indicator 

vs. Surface Position Calibration.

X X Data may be acquired through calculations.

2.a.7. Handling qualities. Static control tests. Pitch trim rate..X X Data may be acquired by using a synchronized 

video of pitch trim indication and elapsed time 

through range of trim indication.

2.a.8. Handling Qualities. Static Control tests. Alignment of Cockpit 

Throttle Lever Angle vs. Selected 

engine parameter.

X X Data may be acquired through the use of a temporary throttle quadrant scale to 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 control tests. Brake pedal position vs. 

force and brake system pressure 

calibration.

X X Use of design or predicted data is acceptable. 

Data may be acquired by measuring deflection 

at ‘‘zero’’ and ‘‘maximum’’ and calculating deflections between the extremes using the airplane design data curve.

2.c.1. Handling qualities. Longitudinal 

control tests. Power change dynamics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and throttle position.

2.c.2. Handling qualities. Longitudinal 

control tests. Flap/slat change dynamics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

Calibrated airplane instruments and flap/slat 

position.

2.c.3. Handling qualities. Longitudinal 

control tests. Spoiler/speedbrake 

change dynamics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and spoiler/speedbrake position.

2.c.4. Handling qualities. Longitudinal 

control tests. Gear change dynamics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and gear 

position.

2.c.5. Handling qualities. Longitudinal 

control tests. Longitudinal trim.

X X Data may be acquired through use of an inertial 

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. Longitudinal 

control tests. Longitudinal maneuvering stability (stick force/g).

X X Data may be acquired through the use of an inertial measurement system and a 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. Longitudinal 

control tests. Longitudinal static 

stability.

X X Data may be acquired through the use of a synchronized video of: the airplane flight instruments and a hand-held force gauge.

2.c.8. Handling qualities. Longitudinal 

control tests. Stall characteristics.

X X Data may be acquired through a synchronized 

video recording of: A stopwatch and the calibrated airplane airspeed indicator. Handrecord the flight conditions and airplane configuration.

Airspeeds may be cross-checked 

with those in the TIR and AFM. 


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TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

2.c.9. Handling qualities. Longitudinal 

control tests. Phugoid dynamics.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.c.10. Handling qualities. Longitudinal control tests. Short period dynamics.X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.d.1. Handling qualities. Lateral directional tests. Minimum control 

speed, air (Vmca or Vmci), per applicable airworthiness standard or 

Low speed engine inoperative 

handling characteristics in the air.

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.d.2. Handling qualities. Lateral directional tests. Roll response (rate).X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments and the 

force/position measurements of cockpit lateral 

controls.

May be combined with step input of 

cockpit roll controller test, 2.d.3 

2.d.3. Handling qualities. Lateral directional tests. Roll response to 

cockpit roll controller step input.

X X Data may be acquired by using an inertial measurement 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 directional tests. Spiral stability.X X Data may be acquired by using 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 directional tests. Engine inoperative 

trim.

X X Data may be hand recorded in-flight using high 

resolution scales affixed to trim controls that 

have been calibrated on the ground using protractors on the control/trim surfaces with winds 

less than 5 kts..

Trimming during second segment 

climb is not a certification task and 

should not be conducted until a 

safe altitude is reached. 

OR 

Data may be acquired during second segment 

climb (with proper pilot control input for an engine-out condition) by using a synchronized 

video of: The calibrated airplane instruments; 

and the force/position measurements of cockpit controls 

2.d.6. Handling qualities. Lateral directional tests. Rudder response.X X Data may be acquired by using 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 directional tests. Dutch roll, (yaw 

damper OFF).

X X Data may be acquired by using an inertial measurement system and a synchronized video of: 

The calibrated airplane instruments; the force/ 

position measurements of cockpit controls.

2.d.8. Handling qualities. Lateral directional tests. Steady state sideslip.X Data may be acquired by using an inertial measurement 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..


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TABLE A2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

Information 

Table of objective tests Sim 

level Alternative data sources, procedures, and 

instrumentation Notes and reminders 

Test reference number and title A B 

2.e.1. Handling qualities. Landings. 

Normal landing.

X Data may be acquired by using 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. 

Crosswind landing.

X Data may be acquired by using 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. 

One engine inoperative landing.

X Data may be acquired by using 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. 

Autopilot landing (if applicable).

X Data may be acquired by using 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. 

All engines operating, autopilot, go 

around.

X Data may be acquired by using 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.7. Handling qualities. Landings. 

One engine inoperative go around.

X Data may be acquired by using 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. 

Directional control (rudder effectiveness with symmetric thrust).

X Data may be acquired by using 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.9. Handling qualities. Landings. 

Directional control (rudder effectiveness with asymmetric reverse 

thrust).

Data may be acquired by using 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.f. Handling qualities. Ground effect. 

Test to demonstrate ground effect.

X Data may be acquired by using calibrated airplane 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 

lllllllllllllllllllll

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. 


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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° 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 

lllllllllllllllllllll

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

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 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.X X X X 

2. ............................ Surface Operations (Pre-Take-Off). 

2.a. ......................... Engine Start. 

2.a.1. ....... Normal start ................................................................................................................................................. X X X X 

2.a.2. ....... Alternate start procedures ........................................................................................................................... X X X X 

2.a.3. ....... Abnormal starts and shutdowns (e.g., hot/hung start, tail pipe fire) ........................................................... X X X X 

2.b. .................. Pushback/Powerback .................................................................................................................................. X X X 

2.c. .................. Taxi. 

2.c.1. ........ Thrust response ........................................................................................................................................... X X X X 

2.c.2. ........ Power lever friction ...................................................................................................................................... X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63477 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

A B C D 

2.c.3. ........ Ground handling .......................................................................................................................................... X X X X 

2.c.4. ........ Nose wheel scuffing .................................................................................................................................... X X 

2.c.5. ........ Brake operation (normal and alternate/emergency) .................................................................................... X X X X 

2.c.6. ........ Brake fade (if applicable) ............................................................................................................................. X X X X 

3. ............................ Take-off. 

3.a. .................. Normal. 

3.a.1. ....... Airplane/engine parameter relationships ..................................................................................................... X X X X 

3.a.2. ....... Acceleration characteristics (motion) ........................................................................................................... X X X X 

3.a.3. ....... Nose wheel and rudder steering ................................................................................................................. X X X X 

3.a.4. ....... Crosswind (maximum demonstrated) .......................................................................................................... X X X X 

3.a.5. ....... Special performance (e.g., reduced V1, max de-rate, short field operations) ............................................ X X X X 

3.a.6. ....... Low visibility take-off ................................................................................................................................... X X X X 

3.a.7. ....... Landing gear, wing flap leading edge device operation ............................................................................. X X X X 

3.a.8. ....... Contaminated runway operation ................................................................................................................. X X 

3.b. .................. Abnormal/emergency 

3.b.1. ....... Rejected Take-off ........................................................................................................................................ X X X X 

3.b.2. ....... Rejected special performance (e.g., reduced V1, max de-rate, short field operations) .............................. X X X X 

3.b.3. ....... With failure of most critical engine at most critical point, continued take-off .............................................. X X X X 

3.b.4. ....... With wind shear ........................................................................................................................................... X X X X 

3.b.5. ....... Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X 

3.b.6. ....... Rejected takeoff with brake fade ................................................................................................................. X X 

3.b.7. ....... Rejected, contaminated runway .................................................................................................................. X X 

(i).

4. ............................ Climb. 

4.a. .................. Normal. ........................................................................................................................................................ X X X X 

4.b. .................. One or more engines inoperative ................................................................................................................ X X X X 

5. ............................ Cruise. 

5.a. .................. Performance characteristics (speed vs. power) .......................................................................................... X X X X 

5.b. .................. High altitude handling .................................................................................................................................. X X X X 

5.c. .................. High Mach number handling (Mach tuck, Mach buffet) and recovery (trim change) ................................. X X X X 

5.d. .................. Overspeed warning (in excess of Vmo or Mmo) ........................................................................................... X X X X 

5.e. .................. High IAS handling ........................................................................................................................................ X X X X 

6. ............................ Maneuvers. 

6.a. .................. High angle of attack, approach to stalls, stall warning, buffet, and g-break (take-off, cruise, approach,

and landing configuration).

X X X X 

6.b. .................. Flight envelope protection (high angle of attack, bank limit, overspeed, etc) ............................................ X X X X 


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63478 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

A B C D 

6.c. .................. Turns with/without speedbrake/spoilers deployed ....................................................................................... X X X X 

6.d. .................. Normal and steep turns ............................................................................................................................... X X X X 

6.e. .................. In flight engine shutdown and restart (assisted and windmill) .................................................................... X X X X 

6.f. ................... Maneuvering with one or more engines inoperative, as appropriate .......................................................... X X X X 

6.g. .................. Specific flight characteristics (e.g., direct lift control) .................................................................................. X X X X 

6.h. .................. Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X 

7. ............................ Descent. 

7.a. .................. Normal ......................................................................................................................................................... X X X X 

7.b. .................. Maximum rate (clean and with speedbrake, etc) ........................................................................................ X X X X 

7.c. .................. With autopilot ............................................................................................................................................... X X X X 

7.d. .................. Flight control system failures, reconfiguration modes, manual reversion and associated handling .......... X X X X 

8. ............................ Instrument Approaches and Landing. 

Those instrument approach and landing tests relevant to the simulated airplane type are selected from 

the following list. Some tests are made with limiting wind velocities, under windshear conditions, and 

with relevant system failures, including the failure of the Flight Director. If Standard Operating 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) published approaches ........................................................................................... X X X X 

(i) Manual approach with/without flight director including landing .............................................................. X X X X 

(ii) Autopilot/autothrottle coupled approach and manual landing ................................................................ X X X X 

(iii) Manual approach to DH and go-around all engines. ............................................................................ X X X X 

(iv) Manual one engine out approach to DH and go-around ...................................................................... X X X X 

(v) Manual approach controlled with and without flight director to 30 m (100 ft) below CAT I minima.

A. With cross-wind (maximum demonstrated) ..................................................................................... X X X X 

B. With windshear ................................................................................................................................ X X X X 

(vi) Autopilot/autothrottle coupled approach, one engine out to DH and go-around approach, one engine out to DH and go-around.X X X X 

(vii) Approach and landing with minimum/standby electrical power ........................................................... X X X X 

8.a.3. ....... CAT II/GBAS (ILS/MLS) published approaches. ......................................................................................... X X X X 

(i) Autopilot/autothrottle coupled approach to DH and landing ................................................................... X X X X 

(ii) Autopilot/autothrottle coupled approach to DH and go-around ............................................................. X X X X 

(iii) Autocoupled approach to DH and manual go-around .......................................................................... X X X X 

(iv) Category II published approach (auto-coupled, autothrottle) ................................................................ X X X X 

8.a.4. ....... CAT III/GBAS (ILS/MLS) published approaches ......................................................................................... X X X X 

(i) Autopilot/autothrottle coupled approach to land and rollout ................................................................... X X X X 

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


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63479 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

A B C D 

(iii) Autopilot/autothrottle coupled approach to land and rollout with one engine out ................................. X X X X 

(iv) Autopilot/autothrottle coupled approach to DH/Alert Height and go-around with one engine out ....... X X X X 

(v) Autopilot/autothrottle coupled approach (to land or to go around) ........................................................

A. With generator failure ......................................................................................................................

B. With 10 knot tail wind ......................................................................................................................

C. With 10 knot crosswind ...................................................................................................................

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

X 

8.b. .................. Non-precision.

8.b.1. ....... NDB ............................................................................................................................................................. X X X X 

8.b.2. ....... VOR, VOR/DME, VOR/TAC ........................................................................................................................ X X X X 

8.b.3. ....... RNAV (GNSS/GPS) .................................................................................................................................... X X X X 

8.b.4. ....... ILS LLZ (LOC), LLZ(LOC)/BC ..................................................................................................................... X X X X 

8.b.5. ....... ILS offset localizer ....................................................................................................................................... X X X X 

8.b.6. ....... Direction finding facility (ADF/SDF) ............................................................................................................. X X X X 

8.b.7. ....... Airport surveillance radar (ASR) .................................................................................................................. X X X X 

9. ............................ Visual Approaches (Visual Segment) And Landings 

Flight simulators with visual systems, which permit completing a special approach procedure in accordance with applicable 

regulations, may be approved for that particular approach procedure 

9.a. .................. Maneuvering, normal approach and landing, all engines operating with and without visual approach aid 

guidance.

X X X X 

9.b. .................. Approach and landing with one or more engines inoperative .................................................................... X X X X 

9.c. .................. Operation of landing gear, flap/slats and speedbrakes (normal and abnormal) ........................................ X X X X 

9.d. .................. Approach and landing with crosswind (max. demonstrated) ...................................................................... X X X X 

9.e. .................. Approach to land with windshear on approach ........................................................................................... X X X X 

9.f. ................... Approach and landing with flight control system failures, reconfiguration modes, manual reversion and 

associated handling (most significant degradation which is probable).

X X X X 

9.g. .................. Approach and landing with trim malfunctions ............................................................................................. X X X X 

9.g.1. ....... Longitudinal trim malfunction ....................................................................................................................... X X X X 

9.g.2. ....... Lateral-directional trim malfunction .............................................................................................................. X X X X 

9.h. .................. Approach and landing with standby (minimum) electrical/hydraulic power ................................................ X X X X 

9.i. ................... Approach and landing from circling conditions (circling approach) ............................................................ X X X X 

9.j. ................... Approach and landing from visual traffic pattern ........................................................................................ X X X X 

9.k. .................. Approach and landing from non-precision approach .................................................................................. X X X X 

9.l. ................... Approach and landing from precision approach ......................................................................................... X X X X 

9.m. ................. Approach procedures with vertical guidance (APV), e.g., SBAS. ............................................................... X X X X 

10. .......................... Missed Approach. 

10.a. ................ All engines ................................................................................................................................................... X X X X 

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


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63480 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

A B C D 

10.c. ................ With flight control system failures, reconfiguration modes, manual reversion and associated handling ... X X X X 

11. .......................... Surface Operations (Landing roll and taxi). 

11.a. ................ Spoiler operation ......................................................................................................................................... X X X X 

11.b. ................ Reverse thrust operation ............................................................................................................................. X X X X 

11.c. ................ Directional control and ground handling, both with and without reverse thrust .......................................... X X X 

11.d. ................ Reduction of rudder effectiveness with increased reverse thrust (rear pod-mounted engines) ................. X X X 

11.e. ................ Brake and anti-skid operation with dry, wet, and icy conditions ................................................................. X X 

11.f. ................. Brake operation, to include auto-braking system where applicable ........................................................... X X X X 

12. .......................... Any Flight Phase. 

12.a. ................ Airplane and engine systems operation.

12.a.1. ..... Air conditioning and pressurization (ECS) .................................................................................................. X X X X 

12.a.2. ..... De-icing/anti-icing ........................................................................................................................................ X X X X 

12.a.3. ..... Auxiliary power unit (APU) .......................................................................................................................... X X X X 

12.a.4. ..... Communications .......................................................................................................................................... X X X X 

12.a.5. ..... Electrical ...................................................................................................................................................... X X X X 

12.a.6. ..... Fire and smoke detection and suppression ................................................................................................ X X X X 

12.a.7. ..... Flight controls (primary and secondary) ...................................................................................................... X X X X 

12.a.8. ..... Fuel and oil, hydraulic and pneumatic ........................................................................................................ X X X X 

12.a.9. ..... Landing gear ................................................................................................................................................ X X X X 

12.a.10. ... Oxygen ........................................................................................................................................................ X X X X 

12.a.11. ... Engine .......................................................................................................................................................... X X X X 

12.a.12. ... Airborne radar .............................................................................................................................................. X X X X 

12.a.13. ... Autopilot and Flight Director ........................................................................................................................ X X X X 

12.a.14. ... Collision avoidance systems. (e.g., (E)GPWS, TCAS) ............................................................................... X X X X 

12.a.15. ... Flight control computers including stability and control augmentation ....................................................... X X X X 

12.a.16. ... Flight display systems ................................................................................................................................. X X X X 

12.a.17. ... Flight management computers .................................................................................................................... X X X X 

12.a.18. ... Head-up guidance, head-up displays .......................................................................................................... X X X X 

12.a.19. ... Navigation systems ..................................................................................................................................... X X X X 

12.a.20. ... Stall warning/avoidance ............................................................................................................................... X X X X 

12.a.21. ... Wind shear avoidance equipment ............................................................................................................... X X X X 

12.a.22. ... Automatic landing aids ................................................................................................................................ X X X X 

12.b. ................ Airborne procedures 

12.b.1. ..... Holding ......................................................................................................................................................... X X X X 

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


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63481 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

No. Operations tasks 

Simulator level 

A B C D 

12.b.3. ..... Windshear. ................................................................................................................................................... X X 

12.b.4. ..... Effects of airframe ice .................................................................................................................................. X X 

12.c. ................ Engine shutdown and parking. 

12.c.1. ...... Engine and systems operation .................................................................................................................... X X X X 

12.c.2. ...... Parking brake operation .............................................................................................................................. X X X X 

Table A3B [Reserved] 

Table A3C [Reserved] 

Table A3D [Reserved] 

Table A3E [Reserved] 

Table A3F [Reserved] 

TABLE A3G.— FUNCTIONS AND SUBJECTIVE TESTS

<<< QPS requirements >>> 

Item 

number Operations tasks 

Simulator level 

A B C D 

Functions in this table are subject to evaluation only if appropriate for the airplane and/or the system is installed on the 

specific simular. 

1. ............................ Simulator Power Switch(es) ........................................................................................................................ X X X X 

2. ............................ Airplane conditions. 

2.a. .................. Gross weight, center of gravity, fuel loading and allocation ....................................................................... X X X X 

2.b. .................. Airplane systems status ............................................................................................................................... X X X X 

2.c. .................. Ground crew functions (e.g., ext. power, push back) ................................................................................. X X X X 

3. ............................ Airports. 

3.a. .................. Number and selection .................................................................................................................................. X X X X 

3.b. .................. Runway selection ........................................................................................................................................ X X X X 

3.c. .................. Runway surface condition (e.g., rough, smooth, icy, wet) .......................................................................... X X 

3.d. .................. Preset positions (e.g., ramp, gate, #1 for takeoff, takeoff position, over FAF) ........................................... X X X X 

3.e. .................. Lighting controls .......................................................................................................................................... X X X X 

4. ............................ Environmental controls. 

4.a ................... Visibility (statute miles (kilometers)) ............................................................................................................ X X X X 

4.b. .................. Runway visual range (in feet (meters)) ....................................................................................................... X X X X 

4.c. .................. Temperature ................................................................................................................................................ X X X X 

4.d. .................. Climate conditions (e.g., ice, snow, rain) .................................................................................................... X X X X 

4.e. .................. Wind speed and direction ............................................................................................................................ X X X X 

4.f. ................... Windshear .................................................................................................................................................... X X 

4.g. .................. Clouds (base and tops) ............................................................................................................................... X X X X 

5. ............................ Airplane system malfunctions (Inserting and deleting malfunctions into the simulator) ............................. X X X X 

6. ............................ Locks, Freezes, and Repositioning 

6.a. .................. Problem (all) freeze / release ...................................................................................................................... X X X X 


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63482 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE A3G.— FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Item 

number Operations tasks 

Simulator level 

A B C D 

6.b. .................. Position (geographic) freeze/release ........................................................................................................... X X X X 

6.c. .................. Repositioning (locations, freezes, and releases). ....................................................................................... X X X X 

6.d. .................. Ground speed control .................................................................................................................................. X X X X 

7. ............................ Remote IOS ................................................................................................................................................. X X X X 

8. ............................ Sound Controls On/ off/ adjustment ............................................................................................................ X X X X 

9. ............................ Motion / Control Loading System.

9.a. .................. On / off / emergency stop ............................................................................................................................ X X X X 

9.b. .................. Crosstalk (motion response in a given degree of freedom not perceptible in other degrees of freedom) X X X X 

9.c. .................. Smoothness (no perceptible ‘‘turn-around bump’’ as the direction of motion reverses with the simulator 

being ‘‘flown’’ normally).

X X X X 

10. ................... Observer Seats / Stations. Position / Adjustment / Positive restraint system. ........................................... X X X X 

lllllllllllllllllllll

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. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 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° 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/sec2

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° to 45° 

bank angle, and check the following:) 

(a) Stick force required, satisfactory. 

(b) Wheel requirement to maintain bank 

angle. 

(c) Slip ball response, satisfactory. 

(d) Time to turn 180°. 

(Roll aircraft from 45° bank one way to 45° 

bank the opposite direction while 

maintaining altitude and airspeed—check the 

following:) 

(e) Controllability during maneuver. 

(3) Degraded flight controls. 

(4) Holding Procedure (check the 

following:) 

(a) FMC operation. 

(b) 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. 


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(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 GoAround. 

(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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

2. Statement of Compliance and Capability 

(SOC) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

3. Models 

lllllllllllllllllllll

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 ±15 

knots (kts). 

(2) Stagnation of airspeed during the 

takeoff roll. 

(3) Rapid vertical speed change of at least 

±500 feet per minute (fpm). 

(4) Rapid pitch change of at least ±5°. 

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 FAAapproved windshear flight training program. 

End QPS Requirements 

lllllllllllllllllllll

4. Demonstrations 

lllllllllllllllllllll

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, 


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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 

lllllllllllllllllllll

5. Recording Parameters 

lllllllllllllllllllll

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 

lllllllllllllllllllll

6. Equipment Installation and Operation 

lllllllllllllllllllll

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 

lllllllllllllllllllll

7. Qualification Test Guide 

lllllllllllllllllllll

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 

lllllllllllllllllllll

8. Subjective Evaluation 

lllllllllllllllllllll

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 

lllllllllllllllllllll

9. Qualification Basis 

lllllllllllllllllllll

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 

lllllllllllllllllllll

10. Demonstration Repeatability 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Appendix B to Part 60—Qualification 

Performance Standards for Airplane 

Flight Training Devices 

lllllllllllllllllllll

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 (§ 60.1) and Applicability of 

sponsor rules to persons who are not 

sponsors and who are engaged in certain 

unauthorized activities (§ 60.2) 

3. Definitions (60.3) 

4. Qualification Performance Standards 

(§ 60.4) 

5. Quality Management System (§ 60.5) 

6. Sponsor Qualification Requirements 

(§ 60.7) 

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

8. FSTD Use (§ 60.11) 

9. FSTD Objective Data Requirements 

(§ 60.13) 

10. Special Equipment and Personnel 

Requirements for Qualification of the FTD 

(§ 60.14) 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16) 

13. Previously Qualified FTDs (§ 60.17) 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance 

Requirements (§ 60.19) 

15. Logging FTD Discrepancies (§ 60.20) 

16. Interim Qualification of FTDs for New 

Airplane Types or Models (§ 60.21) 

17. Modifications to FTDs (§ 60.23) 

18. Operations With Missing, 

Malfunctioning, or Inoperative 

Components (§ 60.25) 

19. Automatic Loss of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.27) 

20. Other Losses of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.29) 

21. Record Keeping and Reporting (§ 60.31) 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or 

Incorrect Statements (§ 60.33) 

23. [Reserved] 

24. Levels of FTD 

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement 

(BASA) (§ 60.37) 

Attachment 1 to Appendix B to Part 60—

General FTD Requirements 

Attachment 2 to Appendix B to Part 60—

Flight Training Device (FTD) Objective 

Tests 

Attachment 3 to Appendix B to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation 

Attachment 4 to Appendix B to Part 60—

Sample Documents 

End Information 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll


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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 

lllllllllllllllllllll

2. Applicability (§§ 60.1 & 60.2) 

There is no additional regulatory or 

informational material that applies to § 60.1, 

Applicability, or to § 60.2, Applicability of 

sponsor rules to person who are not sponsors 

and who are engaged in certain unauthorized 

activities. 

3. Definitions (§ 60.3) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

There is no additional regulatory or 

informational material that applies to § 60.4, 

Qualification Performance Standards. 

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

a. The intent of the language in § 60.7(b) is 

to have a specific FTD, identified by the 

sponsor, used at least once in an FAAapproved 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 

§ 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 § 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FTD use required. 

(c) The identification of the specific FTD 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FTD at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FTDs, in its facility or elsewhere. 

Each additionally sponsored FTD must be—

(i) Used by the sponsor in the sponsor’s 

FAA-approved flight training program for the 

airplane simulated (as described in 

§ 60.7(d)(1)); 

OR 

(ii) Used by another FAA certificate holder 

in that other certificate holder’s FAAapproved flight training program for the 

airplane simulated (as described in 

§ 60.7(d)(1)). This 12-month period is 

established in the same manner as in 

example one. 

OR 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

airplane, not the subject FTD or another FTD, 

during the preceding 12-month period) 

stating that the subject FTD’s performance 

and handling qualities represent the airplane 

(as described in § 60.7(d)(2)). This statement 

is provided at least once in each 12-month 

period established in the same manner as in 

example one. 

(b) There is no minimum number of hours 

of FTD use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

practices, procedures, and policies; e.g., 

instructor and/or technician training/ 

checking requirements, 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 § 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 


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the preceding 12-month period) stating that 

the performance and handling qualities of 

each FTD in the Chicago and Moscow centers 

represents the airplane (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FSTD. 

End Information 

lllllllllllllllllllll

8. FSTD Use (§ 60.11) 

There is no additional regulatory or 

informational material that applies to § 60.11, 

FSTD use. 

9. FTD Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

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 § 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 

lllllllllllllllllllll

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-bycase 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 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the FTD 

(§ 60.14) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

lllllllllllllllllllll

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. 


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b. The request described in § 60.15(a) must 

include all of the following: 

(1) A statement that the FTD meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

in § 60.15(b) in such time as to be received 

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) Except for a Level 4 FTD, a 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 

§ 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 


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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 

lllllllllllllllllllll

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 FAAapproved 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 § 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 § 60.15(g)(6), include 

engine out maneuvers or circling approaches. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16) 

There is no additional regulatory or 

informational material that applies to § 60.16, 

Additional Qualifications for a Currently 

Qualified FTD. 

13. Previously Qualified FTDs (§ 60.17) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Begin Information 

d. Other certificate holders or persons 

desiring to use an FTD may contract with 


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FTD sponsors to use FTDs previously 

qualified at a particular level for an airplane 

type and approved for use within an FAAapproved flight training program. Such FTDs 

are not required to undergo an additional 

qualification process, except as described in 

§ 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 

§ 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 requalification under the standards in effect 

and current at the time of requalification. 

End Information 

lllllllllllllllllllll

14. Inspection, Continuing Evaluation 

Qualification Requirements (§ 60.19) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Begin Information 

d. The sponsor’s test sequence and the 

content of each quarterly inspection required 

in § 60.19(a)(1) should include a balance and 

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FTD systems. 

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 § 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 

§ 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 

lllllllllllllllllllll

15. Logging FTD Discrepancies (§ 60.20) 

There is no additional regulatory or 

informational material that applies to § 60.20. 

Logging FTD Discrepancies. 

16. Interim Qualification of FTDs for New 

Airplane Types or Models (§ 60.21) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.21, 

Interim Qualification of FTDs for New 

Airplane Types or Models. 

End Information 

lllllllllllllllllllll

17. Modifications to FTDs (§ 60.23) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

§ 60.23(c)(2) must include a complete 

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FTD and 

the results that are expected with the 

modification incorporated. 

b. Prior to using the modified FTD: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

c. FSTD Directives are considered 

modification of an FTD. See Attachment 4 for 

a sample index of effective FSTD Directives. 

End Information 

lllllllllllllllllllll

18. Operation With Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FTD, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. If the 29th or 30th day of the 30-day 

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 


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will extend the deadline until the next 

business day. 

c. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FTD. Repairs 

having a larger impact on the FTD’s ability 

to provide the required training, evaluation, 

or flight experience will have a higher 

priority for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice 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 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice 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 

lllllllllllllllllllll

21. Recordkeeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FTD modifications can include hardware 

or software changes. For FTD modifications 

involving software programming changes, the 

record required by § 60.31(a)(2) must consist 

of the name of the aircraft system software, 

aerodynamic model, or engine model change, 

the date of the change, a summary of the 

change, and the reason for the change. 

b. If a coded form for 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 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.33, Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements. 

23. [Reserved] 

24. Levels of FTD 

lllllllllllllllllllll

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 

lllllllllllllllllllll

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

lllllllllllllllllllll

Begin Information 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.37, FSTD Qualification on the Basis of 

a Bilateral Aviation Safety Agreement 

(BASA). 

End Information 

lllllllllllllllllllll

Attachment 1 to Appendix B to Part 60—

General FTD Requirements 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

TABLE B1A—MINIMUM FTD REQUIREMENTS

<<<QPS requirements>>> FTD level <<Information>> 

Notes No. General FTD requirements 4 5 6 

1. General Cockpit Configuration 


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TABLE B1A—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements>>> FTD level <<Information>> 

Notes No. General FTD requirements 4 5 6 

1.a ........ The FTD must have a cockpit that is a replica of the airplane simulated with controls, equipment, observable 

cockpit indicators, circuit breakers. and bulkheads 

properly located, functionally accurate and replicating 

the airplane. The direction of movement of controls 

and switches must be identifical to that in the airplane. Pilot seat(s) must afford the capability for the 

occupant to be able to achieve the design ‘‘eye position’’.

X For FTD purposes, the cockpit consists of all that space 

forward of a cross section of the fuselage at the most 

extreme aft setting of the pilots’ seats including additional, required flight crewmember duty stations and 

those required bulkheads aft of the pilot seats. For 

clarification, bulkheads containing only item such as 

leanding gear pin storage compartments, fire axes or 

extinguishers, spare light bulbs, aircraft documents 

pouches are not considered essential and may be 

omitted. 

1.b ........ The FTS must have 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.

X X 

2. Programming 

2.a ........ The FTD must 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. 

X X 

2.b ........ The FTD must have the computer (analog or digital) capability (i.e., capacity, accuracy, resolution, and dynamic response) needed to meet the qualification 

level sought.

X X X 

2.c ........ Relative responses of the cockpit instruments must be 

measured by latency tests, or transport delay tests, 

and may not exceed 300 milliseconds. The instruments must 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.

• Latency: The FTD instrument and, if applicable, the 

motion system and the visual system response must 

not be prior to that time when the airplane responds 

and may respond up to 300 milliseconds after that 

time under the same conditions. 

• Transport Delay: As an alternative to the Latency 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. 

X X The intent is to verify that the FTD provides instrument 

cues that are, within the stated time delays, like the 

airplane responses. For airplane response, acceleration in the appropriate, corresponding rotational axis 

is preferred. Additional information regarding Latency 

and Transport Delay testing may be found in appendix A, Attachment 2, paragraph 14. 

3. Equipment Operations 

3.a ........ All relevant 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.

X X 


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TABLE B1A—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements>>> FTD level <<Information>> 

Notes No. General FTD requirements 4 5 6 

3.b ........ Navigation 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. 

X X 

3.c ........ Installed systems 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. 

X X X 

3.d ........ The lighting environment for panels and instruments 

must be sufficient for the operation being conducted.

X 

3.e ........ The FTD must 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.

X 

3.f ......... The FTD must provide control forces and control travel 

of sufficient precision to manually fly an instrument 

approach.

X 

4. Instructor or Evaluator Facilities 

4.a ........ In addition to the flight crewmember stations, suitable 

seating arrangements for an instructor/check airman 

and FAA Inspector must be available. These seats 

must provide adequate view of crewmember’s 

panel(s).

X X X These seats need not be a replica of an aircraft seat 

and may be as simple as an office chair placed in an 

appropriate position. 

4.b ........ The FTD must have 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.

X X X 

5. Motion System (not required) 

5.a. ....... The FTD may have a motion system, if desired, although it is not required. If a motion system is installed and 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. 

X X The motion system standards set out in part 60, appendix A for at least Level A simulators is acceptable. 

6. Visual System (not required) 


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TABLE B1A—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements>>> FTD level <<Information>> 

Notes No. General FTD requirements 4 5 6 

6.a. ....... The FTD may have a visual system, if desired, although 

it is not required. If a visual system is installed, it must 

not be distracting.

X X X 

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 must respond to abrupt input at the 

pilot’s position.

An SOC is required. 

A Subjective Test is required. ..........................................

X X X 

6.b.2 ..... The visual system must be at least a single channel, 

non-collimated display?.

An SOC is required. 

A Subjective Test is required. ..........................................

X X X 

6.b.3 ..... The visual system must provide at least a field of view 

of 18° vertical/24° horizontal for the pilot flying..

An SOC is required. 

X X X 

6.b.4 ..... The visual system must provide for a maximum parallax 

of 10° per pilot.

An SOC is required. 

X X X 

6.b.5 ..... The visual scene content may not be distracting ............

An SOC is required. 

A Subjective Test is required. 

X X X 

6.b.6 ..... The 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.

An SOC is required. 

X X X 

6.b.7 ..... The visual system must provide for a minimum resolution of 5 arc-minutes for both computed and displayed 

pixel size.

An SOC is required. 

X X X 

7. Sound System 

7.a ........ The FTD must simulate significant cockpit sounds resulting from pilot actions that correspond to those 

heard in the airplane.

X 

Attachment 2 to Appendix B to Part 60—

Flight Training Device (FTD) Objective Tests 

lllllllllllllllllllll

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, 


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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 

lllllllllllllllllllll

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 § 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 Nonnormal (NN) control states, as indicated in 

this Attachment. Where test results are 

independent of control state, Normal or Nonnormal 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 

lllllllllllllllllllll


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63509 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

1. Performance 

1.a .............. (Reserved).

1.b .............. Takeoff.

1.b.1 ........... Ground Acceleration 

Time.

±5% time or ±1 sec ............. Takeoff ................. Record acceleration time for a 

minimum of 80% 

of the segment 

from brake release to VR. 

Preliminary aircraft certification 

data may be 

used.

X This test is required only if 

RTO training 

credit is sought. 

1.b.2. 

through 

1.b.6.

(Reserved) 

1.b.7 ........... Rejected Takeoff ........ ±3% time or ±1 second ....... Dry Runway ......... Record time for at 

least 80% of the 

segment from 

initiation of the 

Rejected Takeoff to full stop.

X 

1.b.8 ........... (Reserved) 

1.c .............. Climb 

1.c.1 ........... Normal Climb all engines operating.±3 kt airspeed, ±5% or ±100 

ft/min (0.5 m/sec) climb 

rate.

Clean .................... Flight test data or 

airplane performance manual data may be 

used. Record at 

nominal climb 

speed and at 

nominal altitude. 

May be a snapshot test result.

X X 

1.c.2. 

through 

1.c.4.

(Reserved) 

1.d .............. (Reserved) 

1.e .............. (Reserved) 

1.f ............... Engines 

1.f.1 ............ Acceleration ............... ±10% Tt, ±1 sec for Level 5 Approach or Landing.Record engine 

power (N1, N2, 

EPR, Torque, 

Manifold Pressure) from idle 

to maximum 

takeoff power for 

a rapid (slam) 

throttle movement.

X X Tt is the total time 

from initial throttle movement to 

reaching 90% of 

go around 

power. 


sroberts on PROD1PC70 with RULES
63510 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

1.f.2 ............ Deceleration ............... ±10% Tt, or ±1 sec for Level 

5.

Ground ................. Record engine 

power (N1, N2, 

EPR, Torque, 

Manifold Pressure) from maximum takeoff 

power to idle for 

a rapid (slam) 

throttle movement.

X X Tt is the total time 

from initial throttle movement to 

reaching 90% 

decay of maximum takeoff 

power. 

2. Handling Qualities 

(3) For FTDs requiring Static tests at the controls (i.e., column, wheel, rudder pedal), special 

test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/ 

MQTG shows both test fixture resultsand the results of an alternative approach, such as computer plots produced concurrently, that show satisfactory agreement. Repeat of the alternative 

method during the initial or upgrade evaluation would then satisfy this test requirement 

Testing of position 

versus force is 

not applicable if 

forces are generated solely by 

use of airplane 

hardware in the 

FTD. 

2.a .............. (3) Static Control Tests 

2.a.1.a ........ Pitch Controller Position vs. Force and 

Surface Position 

Calibration.

±2 lb (0.9 daN) breakout, 

±10% or ±5 lb (2.2 daN) 

force, ±2° elevator.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X 

2.a.1.b ........ Pitch Controller Position vs. Force.±2 lb (0.9 daN) breakout, 

±10% or ±5 lb (2.2 daN) 

force.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X Applicable only on 

continuing qualification evaluations. The intent 

is to design the 

control feel for 

Level 5 to be 

able to manually 

fly an instrument 

approach; and 

not to compare 

results to flight 

test or other 

such data. 

2.a.2.a ........ Roll Controller Position vs. Force and 

Surface Position 

Calibration.

±2 lb (0.9 daN) breakout, 

±10% or ±3 lb (1.3 daN) 

force, ±2° aileron, ±3° 

spoiler angle.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X 

2.a.2.b ........ Roll Controller Position vs. Force.±2 lb (0.9 daN) breakout, 

±10% or ±3 lb (1.3 daN) 

force.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X Applicable only on 

continuing qualification evaluations. The intent 

is to design the 

control feel for 

Level 5 to be 

able to manually 

fly an instrument 

approach; and 

not to compare 

results to flight 

test or other 

such data. 


sroberts on PROD1PC70 with RULES
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TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

2.a.3.a ........ Rudder Pedal Position 

vs. Force and Surface Position Calibration.

±5 lb (2.2 daN) breakout, 

±10% or ±5 lb (2.2 daN) 

force, ±2° rudder angle.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X 

2.a.3.b ........ Rudder Pedal Position 

vs. Force.

±5 lb (2.2 daN) breakout, 

±10% or ±5 lb (2.2 daN) 

force.

Ground ................. Record results for 

an uninterrupted 

control sweep to 

the stops.

X Applicable only on 

continuing qualification evaluations. The intent 

is to design the 

control feel for 

Level 5 to be 

able to manually 

fly an instrument 

approach; and 

not to compare 

results to flight 

test or other 

such data. 

2.a.4 ........... Nosewheel Steering 

Controller Force.

±2 lb (0.9 daN) breakout, 

±10% or ±3 lb (1.3 daN) 

force.

Ground ................. .............................. X 

2.a.5 ........... Rudder Pedal Steering 

Calibration.

±2° nosewheel angle ........... Ground ................. .............................. X 

2.a.6 ........... Pitch Trim Indicator 

vs. Surface Position 

Calibration.

±0.5° of computed trim surface angle.Ground ................. .............................. X The purpose of the 

test is to compare the FTD 

against design 

data or equivalent. 

2.a.7 ........... (Reserved).

2.a.8 ........... Alignment of Cockpit 

Throttle Lever vs. 

Selected Engine Parameter.

±5° of throttle lever angle 

±0.8 in (2 cm) for power 

control without angular 

travel.

Ground ................. Requires simultaneous recording 

for all engines. 

The tolerances 

apply against 

airplane data 

and between engines. In the 

case of propeller 

powered airplanes, if a propeller lever is 

present, it must 

also be checked.

X 

2.a.9 ........... Brake Pedal Position 

vs. Force.

±5 lb (2.2 daN) or 10% 

force.

Ground ................. Two data points 

are required: 

zero and maximum deflection. 

Computer output 

results may be 

used to show 

compliance.

X Test not required 

unless RTO 

credit is sought. 

2.b .............. (Reserved) 

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

Power setting is that required for level flight unless otherwise specified 


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63512 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

2.c.1 ........... Power Change Force ±5 lb (2.2 daN) or, ±20% 

force.

Cruise or Approach.May be a series of 

snapshot test results. Power 

change dynamics test as described in test 

2.c.1 of Table 

A2A of this part 

will be accepted.

X X 

2.c.2 ........... Flap/Slat Change 

Force.

±5 lb (2.2 daN) or, ±20% 

force.

Takeoff through 

initial flap retraction, and approach to landing.

May be a series of 

snapshot test results. Flap/Slat 

change dynamics test as described in test 

2.c.2 of Table 

A2A of this part 

will be accepted.

X X 

2.c.3 ........... (Reserved) 

2.c.4 ........... Gear Change Force ... ±5 lb (2.2 daN) or, ±20% 

force.

Takeoff (retraction) 

and Approach 

(extension).

May be a series of 

snapshot test results. Gear 

change dynamics test as described in test 

2.c.4 of Table 

A2A of this part 

will be accepted.

X X 

2.c.5 ........... Longitudinal Trim ....... ±0.5° trim surface angle ±1° 

elevator ±1° pitch angle 

±5% net thrust or equivalent.

Cruise, Approach, 

and Landing.

May be a series of 

snapshot tests. 

Level 5 may use 

equivalent stick 

and trim controllers in lieu of elevator and trim 

surface.

X X 

2.c.6 ........... Longitudinal Maneuvering Stability 

(Stick Force/g).

±5 lb (±2.2 daN) or ±10% 

pitch controller force.

Cruise, Approach 

and Landing.

May be a series of 

snapshot test results.

X 

2.c.7 ........... Longitudinal Static 

Stability.

±5 lb (±2.2 daN) or ±10% 

pitch controller force.

Approach .............. May be a series of 

snapshot test results. Level 5 

must exhibit 

positive static 

stability, but 

need not comply 

with the numerical tolerance.

X X 

2.c.8 ........... Stall Warning (actuation of stall warning device).±3 kts. airspeed, ±2° bank .. Second Segment 

Climb, and Approach or Landing.

Record the stall 

warning signal.

X X The stall maneuver may be entered with thrust 

at or near idle 

power and 

wings level (1g). 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63513 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

2.c.9.a ........ Phugoid Dynamics ..... ±10% period, ±10% of time 

to 1⁄2 or double amplitude 

or ±.02 of damping ratio.

Cruise ................... The test must include whichever 

is less of the following: Three 

full cycles (six 

overshoots after 

the input is completed), or the 

number of cycles sufficient to 

determine time 

to 1⁄2 or double 

amplitude.

X 

2.c.9.b ........ Phugoid Dynamics ..... ±10% period, Representative damping.Cruise ................... The test must include whichever 

is less of the following: Three 

full cycles (six 

overshoots after 

the input is completed), or the 

number of cycles sufficient to 

determine representative 

damping.

X 

2.c.10 ......... Short Period Dynamics.±1.5° pitch angle or ±2°/sec 

pitch rate, ±0.10g acceleration.

Cruise ................... .............................. X 

2.d .............. (3) Lateral Directional Tests 

(3) Power setting is that required for level flight unless otherwise specified. 

2.d.1 ........... (Reserved). ................ .............................................. .............................. .............................. ...... ......

2.d.2 ........... Roll Response (Rate) ±10% or ±2°/sec roll rate .... Cruise, and Approach or Landing............................... X X Results should be 

recorded for normal roll controller deflection 

(about one-third 

of maximum roll 

controller travel). 

May be combined with step 

input of flight 

deck roll controller test 

(2.d.3.). 

2.d.3 ........... Roll Response to 

Cockpit Roll Controller Step Input.

±10% or ±2° bank angle ..... Approach or Landing............................... X May be combined 

with roll response (rate) 

test (2.d.2.). 

2.d.4.a ........ Spiral Stability ............ Correct trend and ±3° or 

±10% bank angle in 20 

seconds.

Cruise ................... .............................. X Airplane data averaged from multiple tests in 

same direction 

may be used. 


sroberts on PROD1PC70 with RULES
63514 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

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 ...... ±2°/sec or ±10% yaw rate. .. Approach or Landing.Not required if rudder input and response is shown 

in Dutch Roll 

Test (test 2.d.7).

X A rudder step 

input of 20%–

30% rudder 

pedal throw may 

be used. 

2.d.6.b ........ Rudder Response ...... Roll rate ±2°/sec, bank 

angle ±3°.

Approach or Landing.May be roll response to a 

given rudder deflection.

X 

2.d.7 ........... Dutch, Roll, (Yaw 

Damper OFF).

±0.5 sec or ±10% of period, 

±10% of time to 1⁄2 or 

double amplitude or ±.02 

of damping ratio.

Cruise, and Approach or Landing.Record results for 

at least 6 complete cycles with 

stability augmentation OFF, 

or the number of 

cycles sufficient 

to determine 

time to 1⁄2 or 

double amplitude.

X 

2.d.8 ........... Steady State Sideslip For given rudder position 

±2° bank angle, ±1° sideslip angle, ±10% or ±2° 

aileron, ±10% or ±5° 

spoiler or equivalent roll, 

controller position or force.

Approach or Landing.May be a series of 

snapshot test results. Propeller 

driven airplanes 

must test in 

each direction.

X X Sideslip angle is 

matched for repeatability on 

continuing qualification evaluations. 

2.e. through 

2.h.

(Reserved) ................. .............................................. .............................. .............................. ...... ......

3 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......

4 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......

5 ................. (Reserved) ................. .............................................. .............................. .............................. ...... ......

6. FTD System Response Time 

6a. .............. Latency.

300 ms (or less) after airplane response.Take-off cruise, 

and approach or 

landing.

One test is required in each 

axis (pitch, roll 

and yaw) for 

each of the 

three conditions 

(take-off, cruise, 

and approach or 

landing).

X X 

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. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63515 

TABLE B2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> << Information >> 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Number Title 5 6 

300 ms (or less) after controller movement.N/A ....................... A separate test is 

required in each 

axis (pitch, roll, 

and yaw).

X X 

3. For Additional Information on the 

Following Topics, Please Refer to Appendix 

A, Attachment 2, and the Indicated 

Paragraph Within That Attachment 

• Control Dynamics, paragraph 3. 

• Motion System, paragraph 5. 

• Sound System, paragraph 6. 

• Engineering Simulator Validation Data, 

paragraph 8. 

• Approval Guidelines for Engineering 

Simulator Validation Data, paragraph 9. 

• Validation Test Tolerances, paragraph 

10. 

• Validation Data Road Map, paragraph 11. 

• Acceptance Guidelines for Alternative 

Engines Data, paragraph 12. 

• Acceptance Guidelines for Alternative 

Avionics, paragraph 13. 

• Transport Delay Testing, paragraph 14. 

• Continuing Qualification Evaluation 

Validation Data Presentation, paragraph 15. 

4. Alternative Objective Data for FTD Level 

5. 

lllllllllllllllllllll

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 range No. Title and procedure 

1. Performance 

1.c Climb. 

1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb rate = 500–1200 fpm (2.5–6 m/sec). 

1.f ......... Engines. 

1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–4 Seconds. 

1.f.2 ...... Deceleration; takeoff power to idle ................................................. 2–4 Seconds. 

2. Handling Qualities 

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

2.c.1 ..... Power change force 

(a) Trim for straight and level flight at 80% of 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.

5–15 lbs (2.2–6.6 daN) of force (Pull). 

OR 


sroberts on PROD1PC70 with RULES
63516 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2B. — ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (RECIPROCATING) AIRPLANE—

Continued 

<<< QPS requirement >>> 

Applicable test Authorized 

performance range No. Title and procedure 

(b) Trim for straight and level flight at 80% of 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.

5–15 lbs (2.2–6.6 daN) of force (Push). 

2.c.2 ..... Flap/slat change force.

(a) Trim for straight and level flight with flaps fully retracted at a 

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.

5–15 lbs (2.2–6.6 daN) of force (Pull). 

OR 

(b) Trim for straight and level flight with flaps 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.

5–15 lbs (2.2–6.6 daN) of force (Push). 

2.c.4 ..... Gear change force 

(a) Trim for straight and level flight with landing 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.

2–12 lbs (0.88–5.3 daN) of force (Pull). 

OR 

(b) Trim for straight and level flight with landing 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.

2–12 lbs (0.88–5.3 daN) of force (Push). 

2.c.5 ..... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of 

the following configurations: cruise; approach; and landing. 

2.c.7 ..... Longitudinal static stability .............................................................. Must exhibit positive static stability. 

2.c.8 ..... Stall warning (actuation of stall warning device) with nominal 

gross weight; wings level; and a deceleration rate of approximately one (1) knot per second.

(a) Landing configuration ................................................................ 40–60 knots; ± 5° of bank. 

(b) Clean configuration .................................................................... Landing configuration speed + 10–20%. 

2.c.9.b .. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not 

reach 1⁄2 or double amplitude in less than 2 cycles. 

2.d ........ Lateral Directional Tests. 

2.d.2 ..... Roll response .................................................................................. Must have a roll rate of 6–40 degrees/second. 

Roll rate must be measured through at least 30 degrees of roll. 

Aileron control must be deflected 1⁄2 (50 percent) of maximum 

travel.

2.d.4.b .. Spiral stability .................................................................................. Initial bank angle (± 5 degrees) after 20 seconds. 

Cruise configuration and normal cruise airspeed. Establish a 20–

30 degree bank. When stabilized, neutralize the aileron control 

and release. Must be completed in both directions of turn.

2.d.6.b .. Rudder response ............................................................................. 6–12 degrees/second yaw rate. 


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TABLE B2B. — ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (RECIPROCATING) AIRPLANE—

Continued 

<<< QPS requirement >>> 

Applicable test Authorized 

performance range No. Title and procedure 

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 deflection. (Applicable to approach and 

landing degrees of configurations.).

2–10 degrees of aileron. 

6 ........... FTD System Response Time. 

6.a ........ Cockpit instrument systems response to an abrupt pilot controller 

input. One test is required in each axis (pitch, roll, yaw).

300 milliseconds or less. 

TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE

<<< QPS requirement >>> 

Applicable test 

Authorized performance range 

Number Title and procedure 

1. Performance 

1.c Climb 

1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb airspeed = 95–115 knots. Climb rate = 500–1500 fpm (2.5–

7.5 m/sec). 

1.f. ........ Engines 

1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–5 Seconds 

1.f.2 ...... Deceleration; takeoff power to idle ................................................. 2–5 Seconds 

2. Handling Qualities 

2.c Longitudinal Tests 

2.c.1 ..... Power change force 

a) Trim for straight and level flight at 80% of 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.

10–25 lbs (2.2–6.6 daN) of force (Pull). 

OR 

b) Trim for straight and level flight at 80% of 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.

5–15 lbs (2.2–6.6 daN) of force (Push). 

2.c.2 ..... Flap/slat change force .....................................................................

a) Trim for straight and level flight with flaps fully retracted at a 

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.

5–15 lbs (2.2–6.6 daN) of force (Pull). 

OR 


sroberts on PROD1PC70 with RULES
63518 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE—

Continued 

<<< QPS requirement >>> 

Applicable test 

Authorized performance range 

Number Title and procedure 

b) Trim for straight and level flight with flaps 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.

5–15 lbs (2.2–6.6 daN) of force (Push). 

2.c.4 ..... Gear change force 

a) Trim for straight and level flight with landing 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.

2–12 lbs (0.88–5.3 daN) of force (Pull). 

OR 

b) Trim for straight and level flight with landing 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.

2–12 lbs (0.88–5.3 daN) of force (Push). 

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 stability .............................................................. Must exhibit positive static stability. 

2.c.8 ..... Stall warning (actuation of stall warning device) with nominal 

gross weight; wings level; and a deceleration rate of approximately one (1) knot per second.

a) Landing configuration: ................................................................. 60–90 knots; ± 5° of bank. 

b) Clean configuration: .................................................................... Landing configuration speed + 10–20%. 

2.c.9.b .. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not 

reach 1⁄2 or double amplitude in less than 2 cycles. 

2.d ........ Lateral Directional Tests 

2.d.2 ..... Roll response .................................................................................. Must have a roll rate of 6–40 degrees/second. 

Roll rate must be measured through at least 30 degrees of roll. ...

Aileron control must be deflected 1⁄2 (50 percent) of maximum 

travel.

2.d.4.b .. Spiral stability .................................................................................. Initial bank angle (± 5 degrees) after 20 seconds. 

Cruise configuration and normal cruise airspeed. Establish a 20–

30 degree bank. When stabilized, neutralize the aileron control 

and release. Must be completed in both directions of turn.

2.d.6.b .. Rudder response ............................................................................. 6–12 degrees/second yaw rate. 

Use 50 percent of maximum rudder deflection. (Applicable to approach or landing configuration.).

2.d.7 ..... Dutch roll, yaw damper off (Applicable to cruise and approach 

configurations.).

A period of 2–5 seconds; and 1⁄2-2 cycles. 

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 response to an abrupt pilot controller 

input. One test is required in each axis (pitch, roll, yaw).

300 milliseconds or less. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63519 

TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE

<<< QPS requirement >>> 

Applicable test Authorized 

performance range Number Title and procedure 

1. Performance 

1.c ........ Climb 

1.c.1 ..... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb airspeed = 95–115 knots, Climb rate = 800–1800 fpm (4–9 

m/sec). 

1.f ......... Engines 

1.f.1 ...... Acceleration; idle to takeoff power .................................................. 4–8 Seconds 

1.f.2 ...... Deceleration; takeoff power to idle ................................................. 3–7 Seconds 

2. Handling Qualities 

2.c Longitudinal Tests 

2.c.1 ..... Power change force 

a) Trim for straight and level flight at 80% of 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.

8 lbs (3.5 daN) of Push force—8 lbs (3.5 daN) of Pull force 

OR 

b) Trim for straight and level flight at 80% of 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.

12–22 lbs (5.3–9.7 daN) of force (Push) 

2.c.2 ..... Flap/slat change force 

a) Trim for straight and level flight with flaps 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.

5–15 lbs (2.2–6.6 daN) of force (Pull). 

OR 

b) Trim for straight and level flight with flaps 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.

5–15 lbs (2.2–6.6 daN) of force (Push) 

2.c.4 ..... Gear change force 

a) Trim for straight and level flight with landing 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.

2–12 lbs (0.88–5.3 daN) of force (Pull) 

OR 

b) Trim for straight and level flight with landing 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.

2–12 lbs (0.88– 5.3 daN) of force (Push) 

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 stability .............................................................. Must exhibit positive static stability. 


sroberts on PROD1PC70 with RULES
63520 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE—

Continued 

<<< QPS requirement >>> 

Applicable test Authorized 

performance range Number Title and procedure 

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; ± 5° 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 (± 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 response to an abrupt pilot controller 

input. One test is required in each axis (pitch, roll, yaw).

300 milliseconds or less. 

TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE

<<< QPS requirement >>> 

Applicable test 

Authorized performance range 

No. Title and procedure 

1. Performance 

1.c ........ Climb 

1.b.1 ..... Normal climb with nominal gross weight, at best rate-of-climb airspeed Climb airspeed= 120–140 knots. 

Climb rate= 1000–3000 fpm (5–15 m/sec). 

1.f ......... Engines 

1.f.1 ...... Acceleration; idle to takeoff power .................................................. 2–6 Seconds. 

1.f.2 ...... Deceleration; takeoff power to idle ................................................. 1–5 Seconds. 

2. Handling Qualities 

2.c Longitudinal Tests 

2.c.1 ..... Power change force 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63521 

TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE—Continued 

<<< QPS requirement >>> 

Applicable test 

Authorized performance range 

No. Title and procedure 

a) Trim for straight and level flight at 80% of 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 

8 lbs (3.5 daN) of Push force to 8 lbs (3.5 daN) of Pull force. 

OR 

b) Trim for straight and level flight at 80% of 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 

12–22 lbs (5.3–9.7 daN) of force (Push). 

2.c.2 ..... Flap/slat change force 

a) Trim for straight and level flight with flaps 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 

5–15 lbs (2.2–6.6 daN) of force (Pull). 

OR 

b) Trim for straight and level flight with flaps 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 

5–15 lbs (2.2–6.6 daN) of force (Push). 

2.c.4 ..... Gear change force 

a) Trim for straight and level flight with landing 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 

2–12 lbs (0.88–5.3 daN) of force (Pull). 

OR 

b) Trim for straight and level flight with landing 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 

2–12 lbs (0.88–5.3 daN) of force (Push). 

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 stability .............................................................. Must exhibit positive static stability. 

2.c.8 ..... Stall warning (actuation of stall warning device) with nominal 

gross weight; wings level; and a deceleration rate of approximately one (1) knot per second 

a) Landing configuration .................................................................. 80–100 knots; ± 5° 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 ..................................................................................

Roll rate must be measured through at least 30 degrees of roll. 

Aileron control must be deflected approximately 1⁄2 (50 percent) 

of maximum travel 

Must have a roll rate of 6–40 degrees/second. 


sroberts on PROD1PC70 with RULES
63522 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE—Continued 

<<< QPS requirement >>> 

Applicable test 

Authorized performance range 

No. Title and procedure 

2.d.4.b .. Spiral stability ..................................................................................

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 

Initial bank angle (±5 degrees) after 20 seconds. 

2.d.6.b .. Rudder response .............................................................................

Use 50 percent of maximum rudder deflection 

(Applicable to approach or landing configuration.) 

6–12 degrees/second yaw rate. 

2.d.7 ..... Dutch roll, yaw damper off 

(Applicable to cruise and approach configurations.) 

A period of 2–5 seconds; and 1⁄2–3 cycles. 

2.d.8 ..... Steady state sideslip .......................................................................

Use 50 percent rudder deflection ....................................................

(Applicable to approach and landing configurations.) 

2–10 degrees of bank; 

4–10 degrees of sideslip; and 

2–10 degrees of aileron. 

6. FTD System Response Time 

6.a ........ Cockpit instrument systems response to an abrupt pilot controller 

input. One test is required in each axis (pitch, roll, yaw) 

300 milliseconds or less. 

End QPS Requirements 

5. Alternative Data Sources, Procedures, and 

Instrumentation: Level 6 FTD Only. 

lllllllllllllllllllll

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 

lllllllllllllllllllll


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63523 

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION

Objective test 

reference number 

and title 

Alternative data sources, procedures, 

and instrumentation Notes and reminders 

1.b.1 ................................................

Performance 

Takeoff 

Ground acceleration time. 

Data may be acquired through a synchronized video recording of a 

stop watch and the calibrated airplane airspeed indicator. Handrecord the flight conditions and airplane configuration.

This test is required only if RTO is 

sought. 

1.b.7 ................................................

Performance 

Takeoff 

Rejected takeoff. 

Data may be acquired through a synchronized video recording of a 

stop watch and the calibrated airplane airspeed indicator. Handrecord the flight conditions and airplane configuration.

This test is required only if RTO is 

sought. 

1.c.1 .................................................

Performance 

Climb 

Normal climb all engines operating. 

Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range.

1.f.1 .................................................

Performance 

Engines 

Acceleration. 

Data may be acquired with a synchronized video recording of engine 

instruments and throttle position.

1.f.2 .................................................

Performance 

Engines 

Deceleration. 

Data may be acquired with a synchronized video recording of engine 

instruments and throttle position.

2.a.1.a .............................................

Handling qualities 

Static control tests 

Pitch controller position vs. force 

and surface position calibration. 

Surface position data may be acquired from flight data recorder 

(FDR) sensor or, if 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.2.a .............................................

Handling qualities 

Static control tests 

Wheel position vs. force and surface position calibration. 

Surface position data may be acquired from flight data recorder 

(FDR) sensor or, if 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 .............................................

Handling qualities 

Static control tests 

Rudder pedal position vs. force and 

surface position calibration. 

Surface position data may be acquired from flight data recorder 

(FDR) sensor or, if 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.4 ................................................

Handling qualities 

Static control tests 

Nosewheel steering force. 

Breakout data may be acquired with a hand held force 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 control tests 

Rudder pedal steering calibration. 

Data may be acquired through the use of force pads on the rudder 

pedals and a pedal position measurement device, together with design data for nose wheel position.

2.a.6 ................................................

Handling qualities 

Static control tests 

Pitch trim indicator vs. surface position calibration. 

Data may be acquired through calculations. .........................................


sroberts on PROD1PC70 with RULES
63524 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION—

Continued 

Objective test 

reference number 

and title 

Alternative data sources, procedures, 

and instrumentation Notes and reminders 

2.a.8 ................................................

Handling qualities 

Static control tests 

Alignment of power lever angle vs. 

selected engine parameter (e.g., 

EPR, N1, Torque). 

Data may be acquired through the use of a temporary throttle quadrant scale to 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 control tests 

Brake pedal position vs. force. 

Use of design or predicted data is acceptable. Data may be acquired 

by measuring deflection at ‘‘zero’’ and at ‘‘maximum.’’.

2.c.1 .................................................

Handling qualities. 

Longitudinal control tests 

Power change force. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments, throttle 

position, and the force/position measurements of cockpit controls.

Power change dynamics test is 

acceptable using the same data 

acquisition methodology. 

2.c.2 .................................................

Handling qualities 

Longitudinal control tests 

Flap/slat change force. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of calibrated airplane instruments, flap/slat 

position, and the force/position measurements of cockpit controls.

Flap/slat change dynamics test is 

acceptable using the same data 

acquisition methodology. 

2.c.4 .................................................

Handling qualities 

Longitudinal control tests 

Gear change force. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments, gear 

position, and the force/position measurements of cockpit controls.

Gear change dynamics test is acceptable using the same data 

acquisition methodology. 

2.c.5 .................................................

Handling qualities 

Longitudinal control tests 

Longitudinal trim. 

Data may be acquired through use of an inertial 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 

Longitudinal control tests 

Longitudinal maneuvering stability 

(stick force/g). 

Data may be acquired through the use of an inertial measurement 

system and a 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 

Longitudinal control tests 

Longitudinal static stability. 

Data may be acquired through the use of a synchronized video of the 

airplane flight instruments and a hand held force gauge.

2.c.8 .................................................

Handling qualities 

Longitudinal control tests 

Stall Warning (activation of stall 

warning device). 

Data may be acquired through a synchronized video recording of a 

stop watch and the calibrated airplane airspeed indicator. Handrecord the flight conditions and airplane configuration.

Airspeeds may be cross checked 

with those in the TIR and AFM. 

2.c.9.a ..............................................

Handling qualities 

Longitudinal control tests 

Phugoid dynamics. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.c.10 ...............................................

Handling qualities 

Longitudinal control tests 

Short period dynamics. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.c.11 ...............................................

Handling qualities 

Longitudinal control tests 

Gear and flap/slat operating times. 

May use design data, production flight test schedule, or maintenance 

specification, together with an SOC.

2.d.2 ................................................

Handling qualities 

Lateral directional tests 

Roll response (rate). 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments and the 

force/position measurements of cockpit lateral controls.


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63525 

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD INFORMATION—

Continued 

Objective test 

reference number 

and title 

Alternative data sources, procedures, 

and instrumentation Notes and reminders 

2.d.3 ................................................

Handling qualities 

Lateral directional tests 

(a) Roll overshoot 

OR 

(b) Roll response to cockpit roll 

controller step input. 

Data may be acquired by using an inertial measurement 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 directional tests 

Spiral stability. 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments; the 

force/position measurements of cockpit controls; and a stop watch.

2.d.6.a .............................................

Handling qualities 

Lateral directional tests 

Rudder response. 

Data may be acquired by using 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 directional tests 

Dutch roll, (yaw damper OFF). 

Data may be acquired by using an inertial measurement system and 

a synchronized video of the calibrated airplane instruments and the 

force/position measurements of cockpit controls.

2.d.8 ................................................

Handling qualities 

Lateral directional tests 

Steady state sideslip. 

Data may be acquired by using an inertial measurement system 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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD 

<<< 

QPS requirement 

>>> 

No. 

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: 


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TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

<<< 

QPS requirement 

>>> 

No. 

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. 


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TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

<<< 

QPS requirement 

>>> 

No. 

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. 


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TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

<<< 

QPS requirement 

>>> 

No. 

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 

lllllllllllllllllllll

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. 


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

<<< QPS Requirements >>> 

No. Operations tasks 

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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 (§ 60.1) and (§ 60.2). 

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the 

Sponsor (§ 60.9). 

8. FSTD Use (§ 60.11). 

9. Simulator Objective Data Requirements 

(§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

Simulator (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for a 

Currently Qualified Simulator (§ 60.16). 

13. Previously Qualified Simulators 

(§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19). 

15. Logging Simulator Discrepancies 

(§ 60.20). 

16. Interim Qualification of Simulators for 

New Helicopter Types or Models (§ 60.21). 

17. Modifications to Simulators (§ 60.23). 

18. Operations with Missing, 

Malfunctioning, or Inoperative Components 

(§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29). 

21. Record Keeping and Reporting 

(§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33). 

23. [Reserved] 

24. [Reserved] 

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37). 

Attachment 1 to Appendix C to Part 60—

General Simulator Requirements. 

Attachment 2 to Appendix C to Part 60—

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 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

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. 


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(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 

lllllllllllllllllllll

2. Applicability (§§ 60.1 & 60.2) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.1, 

Applicability, or to § 60.2, Applicability of 

sponsor rules to person who are not sponsors 

and who are engaged in certain unauthorized 

activities. 

End Information 

lllllllllllllllllllll

3. Definitions (§ 60.3) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.4, 

Qualification Performance Standards. 

End Information 

lllllllllllllllllllll

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

Begin Information 

See appendix E for additional regulatory 

and informational material regarding Quality 

Management Systems. 

End Information 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

a. The intent of the language in § 60.7(b) is 

to have a specific FFS, identified by the 

sponsor, used at least once in an FAAapproved 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 

§ 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 § 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FFS use required. 

(c) The identification of the specific FFS 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FFS at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FFSs, in its facility or elsewhere. 

Each additionally sponsored FFS must be—

(i) Used by the sponsor in the sponsor’s 

FAA-approved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)); 

OR 

(ii) Used by another FAA certificate holder 

in that other certificate holder’s FAAapproved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)). This 12-month period is 

established in the same manner as in 

example one. 

OR 

(iii) Provided a statement each year from a 

qualified pilot (after having flown the 

helicopter, not the subject FFS or another 

FFS, during the preceding 12-month period) 

stating that the subject FFS’s performance 

and handling qualities represent the 

helicopter (as described in § 60.7(d)(2)). This 

statement is provided at least once in each 

12-month period established in the same 

manner as in example one. 

(b) There is no minimum number of hours 

of FFS use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

practices, procedures, and policies; e.g., 

instructor and/or technician training/ 

checking requirements, record keeping, QMS 

program). 

(c) All of the FFSs in the Chicago and 

Moscow centers could be dry-leased (i.e., the 

certificate holder does not have and use 

FAA-approved flight training programs for 

the FFSs in the Chicago and Moscow centers) 

because —

(i) Each FFS in the Chicago center and each 

FFS in the Moscow center is used at least 

once each 12-month period by another FAA 

certificate holder in that other certificate 

holder’s FAA-approved flight training 

program for the helicopter (as described in 

§ 60.7(d)(1)); 

OR 

(ii) A statement is obtained from a 

qualified pilot (having flown the helicopter, 

not the subject FFS or another FFS during the 

preceding 12-month period) stating that the 

performance and handling qualities of each 

FFS in the Chicago and Moscow centers 

represents the helicopter (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FSTD. 

End Information 

lllllllllllllllllllll


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8. FSTD Use (§ 60.11) 

lllllllllllllllllllll

Begin Information 

There is no additional regulatory or 

informational material that applies to § 60.11, 

FSTD Use. 

End Information 

lllllllllllllllllllll

9. Simulator Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

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 § 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 

lllllllllllllllllllll

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 § 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-bycase 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 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the 

Simulator (§ 60.14) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

lllllllllllllllllllll

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 § 60.15(a) must 

include all of the following: 

(1) A statement that the FFS meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

in § 60.15(b) in such time as to be received 

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) A 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. 


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(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 

§ 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 

lllllllllllllllllllll

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 


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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 FAAapproved 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 § 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 § 60.15(g)(6), include 

takeoffs and landing from slopes and 

pinnacles. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for a Currently 

Qualified Simulator (§ 60.16) 

There is no additional regulatory or 

informational material that applies to § 60.16, 

Additional Qualifications for a Currently 

Qualified FFS. 

13. Previously Qualified Simulators (§ 60.17) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

§ 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 

§ 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. 


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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 

lllllllllllllllllllll

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Begin Information 

d. The sponsor’s test sequence and the 

content of each quarterly inspection required 

in § 60.19(a)(1) should include a balance and 

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FFS systems. 

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 § 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 

§ 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 

lllllllllllllllllllll

15. Logging Simulator Discrepancies 

(§ 60.20) 

There is no additional regulatory or 

informational material that applies to § 60.20. 

Logging FFS Discrepancies. 

16. Interim Qualification of Simulators for 

New Helicopter Types or Models (§ 60.21) 

There is no additional regulatory or 

informational material that applies to § 60.21, 

Interim Qualification of FFSs for New 

Helicopter Types or Models. 

17. Modifications to Simulators (§ 60.23) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

§ 60.23(c)(2) must include a complete 

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FFS and the 

results that are expected with the 

modification incorporated. 

b. Prior to using the modified FFS: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

FSTD Directives are considered 

modifications of an FFS. See Attachment 4 

for a sample index of effective FSTD 

Directives. 

End Information 

lllllllllllllllllllll

18. Operation with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FFS, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. If the 29th or 30th day of the 30-day 

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

c. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FFS. Repairs 

having a larger impact on FFS capability to 

provide the required training, evaluation, or 

flight experience will have a higher priority 

for repair or replacement. 

End Information 

lllllllllllllllllllll


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19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice 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 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice 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 

lllllllllllllllllllll

21. Recordkeeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FSTD modifications can include 

hardware or software changes. For FSTD 

modifications involving software 

programming changes, the record required by 

§ 60.31(a)(2) must consist of the name of the 

aircraft system software, aerodynamic model, 

or engine model change, the date of the 

change, a summary of the change, and the 

reason for the change. 

b. If a coded form for record keeping is 

used, it must provide for the preservation 

and retrieval of information with appropriate 

security or controls to prevent the 

inappropriate alteration of such records after 

the fact. 

End QPS Requirements 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

There are no additional QPS requirements 

or informational material that apply to 

§ 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) 

(§ 60.37) 

There are no additional QPS requirements 

or informational material that apply to 

§ 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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 that is a replica of the helicopter simulated with controls, equipment, observable 

cockpit indicators, circuit breakers, and bulkheads properly 

located, functionally accurate and replicating the helicopter. 

The direction of movement of controls and switches must 

be identical to that in the helicopter. Pilot seats must afford 

the capability for the occupant to be able to achieve the 

design ‘‘eye position’’ established for the helicopter being 

simulated. Equipment for the operation of the cockpit windows must be included, but the actual windows need not 

be operable. Fire axes, 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.

X X X For simulator purposes, the cockpit consists of 

all that space forward of a cross section of the 

fuselage at the most extreme aft setting of the 

pilots’ seats including addiitonal, required flight 

crewmember duty stations and those required 

bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as 

landing gear pin storage compartments, fire 

axes or extinguishers, spare light bulbs, aircraft documents pouches etc., are not considered essential and may be omitted. 

An SOC is required. 

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

observable cockpit indications must be properly located 

and functionally accurate.

X X X 


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TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

An SOC is required. 

2. Programming 

2.a. A flight dynamics 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 helicopter attitude, thrust, drag, altitude, temperature, gross weight, moments of inertia, center of gravity location, and configuration.

X X X 

An SOC is required. 

2.b. The simulator must have the computer capacity, accuracy, 

resolution, and dynamic response needed to meet the 

qualification level sought.

X X X 

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 inground-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. Control inputs required during operations in crosswind, during braking and deceleration, and for turning radius.X X X 

2.d .. The simulator must provide for manual and automatic testing 

of simulator hardware and software programming to determine compliance with simulator objective tests as prescribed in Attachment 2.

An SOC is required. .................................................................

X X This may include an automated system, which 

could be used for conducting at least a portion 

of the QTG tests. Automatic ‘‘flagging’’ of outof-tolerance situations is encouraged. 

2.e .. Relative responses of the motion system, visual system, and 

cockpit instruments, measured by latency tests or transport 

delay tests. Motion onset should occur before the start of 

the visual scene change (the start of the scan of the first 

video field containing different information) but must occur 

before the end of the scan of that video field. Instrument 

response may not occur prior to motion onset. Test results 

must be within the following limits: 

The intent is to verify that the simulator provides 

instrument, motion, and visual cues that are 

like the helicopter responses within the stated 

time delays. For helicopter response, acceleration in the appropriate corresponding rotational 

axis is preferred. 

2.e.1 Response must be within 150 milliseconds of the helicopter 

response.

X 

Objective Tests are required. See Attachment 2 for Transport 

Delay and Latency Tests. 

2.e.2 Response must be within 100 milliseconds of the helicopter 

response.

X X 

Objective Tests are required. See Attachment 2 for Transport 

Delay and Latency Tests. 

2.f ... The simulator must accurately reproduce the following runway conditions: X X 

(1) Dry; 


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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63549 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

(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: 

(1) Brake and tire failure dynamics (including antiskid 

failure). 

(2) Decreased brake efficiency due to high brake temperatures, if applicable. 

X X Simulator pitch, side loading, and directional 

control characteristics should be representative of the helicopter. 

An SOC is required. 

2.h .. The modeling in the simulator must include: 

(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. 

X X See Attachment 2 for further information on 

ground effect. 

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 realistic mass properties, including gross weight, center of gravity, and moments of inertia as a function of payload and fuel loading.X X X 

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 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.

X X X 

A subjective test is required. 

3.b .. Communications, navigation, caution, and warning equipment 

must be installed and operate within the tolerances applicable for the helicopter being simulated.

X X X See Attachment 3 for further information regarding long-range navigation equipment. 

A subjective test is required. 

3.c .. Simulated airplane systems must operate as the helicopter 

systems would operate under normal, abnormal, and 

emergency operating conditions on the ground and in flight.

X X X 

A subjective test is required. 

3.d .. The simulator must provide pilot controls with control forces 

and control travel that correspond to the simulated helicopter. The simulator must also react in the same manner 

as in the helicopter under the same flight conditions.

X X X 

An objective test is required. 

4. Instructor / Evaluator Facilities 


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63550 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

4.a .. In addition to the flight crewmember stations, the simulator 

must have at least two suitable seats for the instructor/ 

check airman and FAA inspector. These seats must provide adequate vision to the pilot’s panel and forward windows. All seats other than flight crew seats need not represent those found in the helicopter but must be adequately secured to the floor and equipped with similar positive restraint devices.

X X X The NSPM will consider alternatives to this 

standard for additional seats based on unique 

cockpit configurations. 

A subjective test is required. 

4.b .. The simulator must have controls that enable the instructor/ 

evaluator to control all required system variables and insert 

all abnormal or emergency conditions into the simulated 

helicopter systems as described in the sponsor’s FAA-approved training program, or as described in the relevant 

operating manual as appropriate.

X X X 

A subjective test is required. 

4.c .. The simulator must have instructor controls for environmental 

conditions including wind speed and direction.

X X X 

A subjective test is required. 

4.d .. The simulator must provide the instructor or evaluator the the 

ability to present ground and air hazards.

X X For example, another aircraft crossing the active 

runway and converging airborne traffic. 

A subjective test is required. 

5. Motion System 

5.a .. The simulator must have motion (force) cues perceptible to 

the pilot that are representative of the motion in a helicopter.

X X X For example, touchdown cues should be a function of the rate of descent (RoD) of the simulated helicopter. 

A subjective test is required. 

5.b .. The simulator must have a motion (force cueing) system with 

a minimum of three degrees of freedom (at least pitch, roll, 

and heave).

X 

An SOC is required. 

5.c .. The simulator must have a motion (force cueing) system that 

produces cues at least equivalent to those of a six-degrees-of-freedom, synergistic platform motion system (i.e., 

pitch, roll, yaw, heave, sway, and surge).

X X 

An SOC is required. 

5.d .. The simulator must provide for the recording of the motion 

system response time.

X X X 

An SOC is required. 

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

include the following: 

(1) Runway rumble, oleo deflections, effects of ground 

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. 

X X X 

A subjective test is required for each. 

(8) Tire failure dynamics. X X 

(9) Engine malfunction and engine damage. 

(10) Airframe ground strike. 

A subjective test is required for each. 

(11) Motion vibrations that result from atmospheric disturbances. X For air turbulence, general purpose disturbance 

models that approximate demonstrable flight 

test data are acceptable. 


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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63551 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

5.f ... The simulator must provide characteristic motion vibrations 

that result from operation of the helicopter, (for example, 

retreating blade stall, extended landing gear, settling with 

power) in so far as vibration marks an event or helicopter 

state, which can be sensed in the cockpit.

X The simulator should be programmed and instrumented in such a manner that the characteristic buffet modes can be measured and 

compared to helicopter data. 

A subjective test is required. 

An objective test is required. 

6. Visual System 

6.a .. The simulator must have a visual system providing an out-ofthe-cockpit view.X X X 

A subjective test is required. 

6.b .. The simulator must provide a continuous minimum collimated 

field of view of 75° horizontally and 30° vertically per pilot 

seat. Both pilot seat visual systems must be operable simultaneously.

X 

An SOC is required. 

6.c .. The simulator must provide a continuous minimum collimated 

visual field of view of 150° horizontally and 40° vertically 

per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field of view is centered on 

the zero degree azimuth line relative to the aircraft 

fuselange.

X Optimization of the visual field of view may be 

considered with respect to the specific helicopter cockpit cut-off angle. 

An SOC is required. 

6.d .. The simulator must provide a continuous minimum collimated 

visual field of view of 180° horizontally and 60° vertically 

per pilot seat. Both pilot seat visual systems must be operable simultaneously. Horizontal field of view is centered on 

the zero degree azimuth line relative to the aircraft fuselage.

X Optimization of the visual field of view may be 

considered with respect to the specific airplane 

cockpit cut-off angle. 

An SOC is required. 

An objective test is required. 

6.e .. The visual system must be free from optical discontinuities 

and artifacts that create non-realistic cues.

X X X Non-realistic cues might include image ‘‘swimming’’ and image ‘‘roll-off,’’ that may lead a 

pilot to make incorrect assessments of speed, 

acceleration and/or situational awareness. 

A subjective test is required. 

6.f ... The simulator must have operational landing lights for night 

scenes. Where used, dusk (or twilight) scenes require 

operational landing lights.

X X X 

A subjective test is required. 

6.g .. The simulator must have instructor 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. 

X X X 

A subjective test is required. 

6.h .. Each airport scene displayed must include the following: X X X 

1. Airport runways and taxiways. 

2. Runway definition: 

a. Runway surface and markings. 

b. Lighting for the runway in use, including runway 

threshold, edge, centerline, touchdown zone, 

VASI (or PAPI), and approach lighting of appropriate colors, as appropriate. 

c. Taxiway lights. 

A subjective test is required. 


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63552 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

6.i ... The distances at which runway features are visible, as measured from runway threshold to a helicopter aligned with the 

runway on an extended 3° glide slope must not be less 

than listed below: 

X X X 

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 system compatibility with 

dynamic response programming.

X X X 

A subjective test is required. 

6.k .. The simulator must show that the segment of the ground 

visible from the simulator cockpit is the same as from the 

airplane cockpit (within established tolerances) when at the 

correct airspeed, in the landing configuration, at a main 

wheel height of 100 feet (30 meters) above the touchdown 

zone. Data submitted must include at least the following: 

(1) Static helicopter dimensions as follows: 

(i) Horizontal and vertical distance from main landing gear (MLG) or landing skids to glideslope reception antenna. 

(ii) Horizontal and vertical distance from MLG or 

skids 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. 

(iii) Glideslope angle. 

(iv) Helicopter pitch angle on approach. 

(3) Helicopter data for manual testing: 

(i) Gross weight. 

(ii) Helicopter configuration. 

(iii) Approach airspeed. 

X X X The test should be conducted in the landing configuration, trimmed for appropriate airspeed, at 

100 ft (30m) above the touchdown zone, on 

glide slope with an RVR value set at 1,200 ft 

(350m). This will show the modeling accuracy 

of RVR, glideslope, and localizer for a given 

weight, configuration and speed within the helicopter’s operational envelope for a normal 

appraoch and landing. If non-homogenous fog 

is used, the vertical variation in horizontal visibility should be described and be included in 

the slant range visibility calculation used in the 

computations. 

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 ±20% of the computed visible segment distance. 

An SOC is required. 

An objective test is required. 

6.1 .. The simulator must provide visual cues necessary to assess 

rate of change of height, height AGL, as well as 

translational displacement and rates during takeoffs and 

landings.

X 

A subjective test is required. 


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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63553 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

6.m The simulator must have night and dusk (or twilight) visual 

scene capability, including general terrain characteristics 

and significant landmarks, free from apparent quantization.

Dusk (or twilight) scene must enable identification of a visible 

horizon and general terrain characteristics. 

X X Examples of general terrain characteristics are 

fields, roads, and bodies of water. 

A subjective test is required. 

6.n .. The simulator must provide visual cues necessary to assess 

rate of change of height, height AGL, as well as 

translational displacement and rates during takeoff, low altitude/low airspeed maneuvering, hover, and landing.

X X 

A subjective test is required. 

6.o. The simulator must provide for accurate portrayal of the visual environment relating to the simulator attitude.X X X Visual attitude vs. simulator attitude is a comparison of pitch and roll of the horizon as displayed in the visual scene compared to the 

display on the attitude indicator. 

A subjective test is required. 

6.p .. The simulator must provide for quick confirmation of visual 

system color, RVR, focus, and intensity.

X X 

An SOC is required. 

A subjective test is required. 

6.q .. The simulator must provide a minimum of three airport 

scenes including the following: 

X X 

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 producing at least 10 levels of occulting..X X 

A subjective test is required. 

6.s .. The fog simulator must be able to provide weather representations including the following: X X 

(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 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.

X X X 


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63554 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

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

dusk (or twilight) visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks around the airport. The scene content must allow a 

pilot to successfully accomplish a visual landing. Dusk (or 

twilight) scenes, as a minimum, must provide full color 

presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and 

airport signage, to conduct a visual approach, landing and 

airport movement (taxi). Scenes must include a definable 

horizon and typical terrain characteristics such as fields, 

roads and bodies of water and surfaces illuminated by representative aircraft lighting (e.g., landing lights). If provided, 

directional horizon lighting must have correct orientation 

and be consistent with surface shading effects. Total 

scene content must be comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with sufficient system capacity to display 16 simultaneously moving objects.

X X 

An SOC is required. 

6.v .. Night, Dusk (Twilight), and 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.

X 

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 operational visual scenes that 

portray physical relationships known to cause landing illusions to pilots.

X For example: short runways, landing approaches 

over water, uphill or downhill runways, rising 

terrain on the approach path, unique topographic features. 

A subjective test is required. 

6.x .. The simulator must provide special weather representations 

of light, medium, and heavy precipitation near a thunderstorm on takeoff and during approach and landing. Representations need only be presented at and below an altitude of 2,000 ft. (610 m) above the airport surface and 

within 10 miles (16 km) of the airport.

X 

A subjective test is required. 

6.y. The simulator must present visual scenes of wet and snowcovered runways, including runway lighting reflections for 

wet conditions, partially obsecured lights for snow conditions.

X The NSPM will consider suitable alternative effects. 

A subjective test is required. 

6.z .. The simulator must present realistic color and directionality of 

all airport lighting.

X 

A subjective test is required. 

7. Sound System 


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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63555 

TABLE C1A.— MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Notes No. General simulator requirements A B C D 

7.a .. The simulator must provide cockpit sounds that result from 

pilot actions that correspond to those that occur in the helicopter.

X X X 

7.b .. Volume control, if installed, must have an indication of the 

sound level setting.

X X X 

7.c .. The simulator must accurately simulate the sound of precipitation, windshield wipers, and other significant helicopter 

noises perceptible to the pilot during normal and abnormal 

operations, and include the sound of a crash (when the 

simulator is landed in an unusual attitude or in excess of 

the structural gear limitations); normal engine sounds; and 

the sounds of gear extension and retraction.

X X 

An SOC is required. 

A subjective test is required. 

7.d .. The simulator must 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 helicopter, and made a part 

of the QTG.

X 

Attachment 2 to Appendix C to Part 60—

Simulator Objective Tests 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 § 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 midconditions 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 ±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. 


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63556 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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 ±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 

lllllllllllllllllllll

Begin QPS Requirements 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

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 acceleration (transient).Light Off Time — ±10% or ±1 

sec., Torque — ±5%, Rotor 

Speed — ±3%, Fuel Flow —

±10%, Gas Generator 

Speed — ±5%, Power Turbine Speed — ±5%, Gas 

Turbine Temp. — ±30°C.

Ground with the 

Rotor Brake Used 

and Not Used.

Record each engine 

start from the initiation of the start 

sequence to 

steady state idle 

and from steady 

state idle to operating RPM.

X X X 

1.a.1.b ..... Steady State Idle and 

Operating RPM conditions.

Torque — ±3%, Rotor Speed 

— ±1.5%, Fuel Flow —

±5%, Gas Generator Speed 

— ±2%, Power Turbine 

Speed — ±2%, Turbine Gas 

Temp. — ±20°C.

Ground .................... Record both steady 

state idle and operating RPM conditions..

May be a series of 

snapshot tests..

X X X 

1.a.2 ........ Power Turbine Speed 

Trim.

±10% of total change of power 

turbine speed.

Ground .................... Record engine response to trim 

system actuation 

in both directions.

X X X 

1.a.3 ........ Engine and Rotor Speed 

Governing.

Torque — ±5%, Rotor Speed 

— 1.5%.

Climb, descent ........ Record results using 

a step input to the 

collective. May be 

conducted concurrently with climb 

and descent performance tests.

X X X 

1.b ........... Surface Operations. 

1.b.1 ........ Minimum Radius Turn ... ±3 ft. (0.9m) or 20% of helicopter turn radius.Ground .................... If brakes are used, 

brake force must 

be matched to the 

helicopter flight 

test value.

X X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

1.b.2 ........ Rate of Turn vs. Pedal 

Deflection or 

Nosewheel Angle.

±10% or ±2°/sec. Turn Rate ... Ground Takeoff ....... ................................. X X X 

1.b.3 ........ Taxi ................................ Pitch Angle — ±1.5°, Torque 

— ±3%, Longitudinal Control 

Position — ±5%, Lateral 

Control Position — ±5%, 

Dirrectional Control Position.

Ground .................... Record results for 

control position 

and pitch attitude 

during ground taxi 

for a specific 

ground speed, 

wind speed and 

direction, and 

density altitude.

X X X 

±5%, Collective Control Position — ±5%.................................. ................................. X X X 

1.b.4 ........ Brake Effectiveness ....... ±10% of time and distance ...... Ground .................... ................................. X X X 

1.c ........... Takeoff . 

1.c.1 ........ All Engines .................... Airspeed — ±3 kt, Altitude —

±20 ft (6.1m), Torque —

±3%, Rotor Speed —

±1.5%, Vertical Velocity —

±100 fpm (0.50m/sec) or 

10%, Pitch Attitude — ±1.5°, 

Bank Attitude — ±2°, Heading — ±2°, Longitudinal Control Position — ±10%, Lateral Control Position —

±10%, Directional Control 

Position — ±10%, Collective 

Control Position — ±10%.

Ground/Takeoff and 

Initial Segment of 

Climb.

Record results of 

takeoff flight path 

as appropriate to 

helicopter model 

simulated (running 

takeoff for Level 

B, takeoff from a 

hover for Level C 

and D). For Level 

B, the criteria 

apply only to 

those segments at 

airspeeds above 

effective 

translational lift. 

Results must be 

recorded from the 

initiation of the 

takeoff to at least 

200 ft (61m) AGL.

X X X 

1.c.2 ........ One Engine Inoperative Airspeed — ±3 kt, Altitude —

±20 ft (6.1m), Torque —

±3%, Rotor Speed —

±1.5%, Vertical Velocity —

±100 fpm (0.50m/sec) or 

10%, Pitch Attitude — ±1.5°, 

Bank Attitude — ±2°, Heading — ±2°, Longitudinal Control Position — ±10%, Lateral Control Position —

±10%, Directional Control 

Position — ±10%, Collective 

Control Position — ±10%.

Ground/Takeoff; and 

Initial Segment of 

Climb.

Record takeoff flight 

path as appropriate to helicopter 

model simulated. 

Results must be 

recorded from the 

initiation of the 

takeoff to at least 

200 ft (61m) AGL.

X X X 

1.d ........... Hover. 

Performance .................. Torque — ±3%, Pitch Attitude 

— ±1.5°, Bank Attitude —

±1.5°, Longitudinal Control 

Position — ±5%, Lateral 

Control Position — ±5%, Directional Control Position —

±5%, Collective Control Position — ±5%,.

In Ground Effect 

(IGE); and Out of 

Ground Effect 

(OGE).

Record results for 

light and heavy 

gross weights. 

May be a series 

of snapshot tests.

X X X 

1.e ........... Vertical Climb. 

Performance .................. Vertical Velocity — ±100 fpm 

(0.50 m/sec) or ±10%, Directional Control Position —

±5%, Collective Control Position — ±5%.

From OGE Hover .... Record results for 

light and heavy 

gross weights. 

May be a series 

of snapshot tests.

X X 

1.f ............ Level Flight. 


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63558 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

Performance and 

Trimmed Flight Control Positions.

Torque — ±3%, Pitch Attitude 

— ±1.5°, Sideslip Angle —

±2°, Longitudinal Control Position — ±5%, Lateral Control Position — ±5%, Directional Control Position —

±5%, Collective Control Position — ±5%.

Cruise (Augmentation On and Off).Record results for 

two gross weight 

and CG combinations with varying 

trim speeds 

throughout the airspeed envelope. 

May be a series 

of snapshot tests.

X X X 

1.g ........... Climb. 

Performance and 

Trimmed Flight Control Positions.

Vertical Velocity — ±100 fpm 

(6.1m/sec) or ±10%, Pitch 

Attitude — ±1.5°, Sideslip 

Angle — ±2°, Longitudinal 

Control Position — ±5%, 

Lateral Control Position —

±5%, Directional Control Position — ±5%, Collective 

Control Position — ±5%.

All engines operating; One engine 

inoperative; Augmentation System(s) On and Off.

Record results for 

two gross weight 

and CG combinations. The data 

presented must 

be for normal 

climb power conditions. May be a 

series of snapshot 

tests.

X X X 

1.h ........... Descent. 

1.h.1 ........ Descent Performance 

and Trimmed Flight 

Control Positions.

Torque — ±3%, Pitch Attitude 

— ±1.5°, Sideslip Angle —

±2°, Longitudinal Control Position — ±5%, Lateral Control Position — ±5%, Directional Control Position —

±5%, Collective Control Position — ±5%.

At or near 1,000 fpm 

rate of descent 

(RoD) at normal 

approach speed. 

Augmentation 

System(s) On and 

Off.

Results must be recorded for two 

gross weight and 

CG combinations. 

May be a series 

of snapshot tests.

X X X 

1.h.2 ........ Autorotation Performance and Trimmed 

Flight Control Positions.

Torque — ±3%, Pitch Attitude 

— ±1.5°, Sideslip Angle —

±2°, Longitudinal Control Position — ±5%, Lateral Control Position — ±5%, Directional Control Position —

±5%, Collective Control Position — ±5% Vertical Velocity ±100 fpm or 19%, Rotor 

Speed ±1.5%.

Steady descents. 

Augmentation 

System(s) On and 

Off.

Record results for 

two gross weight 

conditions. Data 

must be recorded 

for normal operating RPM. (Rotor 

speed tolerance 

applies only if collective control position is full down.) 

May be a series 

of snapshot tests.

X X X 

1.i ............ Autorotation. 

Entry .............................. Rotor Speed—±3% Pitch Attitude ±2°Roll Attitude—±3° 

Yaw Attitude—±5° Airspeed—±5 kts. Vertical Velocity—±200 fpm (1.00 m/ 

sec) or 10%.

Cruise or Climb ....... Record results of a 

rapid throttle reduction to idle. If 

the cruise condition is selected, 

comparison must 

be made for the 

maximum range 

airspeed. If the 

climb condition is 

selected, comparison must be 

made for the maximum rate of climb 

airspeed at or 

near maximum 

continuous power.

...... X X 

1.j ............ Landing. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

1.j.1 ......... All Engines .................... Airspeed—±3 kts., Altitude—

±20 ft. (6.1m), Torque—

±3%, Rotor Speed—±1.5%, 

Pitch Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—

±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—

±10%, Collective Control Position—±10%.

Approach ................. Record results of 

the approach and 

landing profile as 

appropriate to the 

helicopter model 

simulated (running 

landing for Level 

B, or approach to 

a hover for Level 

C and D). For 

Level B, the criteria apply only to 

those segments at 

airspeeds above 

effective 

translational lift.

X X X 

1.j.2 ......... One Engine Inoperative Airspeed—±3 kts., Altitude—

±20 ft. (6.1m), Torque—

±3%, Rotor Speed—±1.5%, 

Pitch Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—

±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—

±10%, Collective Control Position—±10%.

Approach ................. Record results for 

both Category A 

and Category B 

approaches and 

landing as appropriate to helicopter 

model simulated. 

For Level B, the 

criteria apply only 

to those segments 

at airspeeds 

above effective 

translational lift.

X X X 

1.j.3 ......... Balked Landing .............. Airspeed—±3 kts., Altitude—

±20 ft. (6.1 m), Torque—

±3%, Rotor Speed—±1.5%, 

Pitch Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—

±2°, Longitudinal Control Position—±10%, Lateral Control Position—±10%, Directional Control Position—

±10%, Collective Control Position—±10%.

Approach ................. Record the results 

for the maneuver 

initiated from a 

stabilized approach at the 

landing decision 

point (LDP).

X X X 

1.j.4 ......... Autorotational Landing .. Torque—±3%, Rotor Speed—

±3%, Vertical Velocity—±100 

fpm (0.50 m/sec) or 10%, 

Pitch Attitude—±2°, Bank Attitude—±2°, Heading—±5°, 

Longitudinal Control Position—±10%, Lateral Control 

Position—±10%, Directional 

Control Position—±10%, 

Collective Control Position—

±10%.

Landing ................... Record the results 

of an 

autorotational deceleration and 

landing from a 

stabilized 

autorotational descent, to touch 

down.

X X 

2. Handling Qualities. 

2.a ........... Control System Mechanical Characteristic(s). 

For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special 

test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows 

both test fixture results and the results of an alternative approach, such as computer plots produced 

concurrently showing satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation 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 hover, climb, cruise, and autorotation. 

Contact the NSPM 

for clarification of 

any issue regarding helicopters 

with reversible 

controls. 

2.a.1 ........ Cyclic ............................. Breakout—±0.25 lbs. (0.112 

daN) or 25%; Force—±1.0 

lb. (0.224 daN) or 10%.

Ground; Static conditions. Trim On 

and Off. Friction 

Off Augmentation 

On and Off.

Record results for 

an uninterrupted 

control sweep to 

the stops. (This 

test does not 

apply if aircraft 

hardware modular 

controllers are 

used.).

X X X 


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63560 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

2.a.2 ........ Collective/Pedals ........... Breakout—±0.5 lb. (0.224 daN) 

or 25%; Force—±1.0 lb. 

(0.224 daN) or 10%..

Ground; Static conditions. Trim On 

and Off. Friction 

Off. Augmentation 

On and Off.

Record results for 

an uninterrupted 

control sweep to 

the stops.

X X X 

2.a.3 ........ Brake Pedal Force vs. 

Position.

±5 lbs. (2.224 daN) or 10% ..... Ground; Static conditions.................................. X X X 

2.a.4 ........ Trim System Rate (all 

applicable systems).

Rate—±10% ............................ Ground; Static conditions. Trim On, 

Friction Off.

The tolerance applies to the recorded value of 

the trim rate.

X X X 

2.a.5 ........ Control Dynamics (all 

axes).

±10% of time for first zero 

crossing and ±10 (N+1)% of 

period thereafter, ±10% of 

amplitude of first overshoot, 

20% of amplitude of 2nd and 

subsequent overshoots 

greater than 5% of initial displacement, ±1 overshoot.

Hover/Cruise, Trim 

On, Friction Off.

Results must be recorded for a normal control displacement in both 

directions in each 

axis.

...... X X Typically, control 

displacement of 

25% to 50% is 

necessary for 

proper excitation. 

Control Dynamics 

for irreversible 

control systems 

may be evaluated 

in a ground/static 

condition. Additional information 

on control dynamics is found later 

in this attachment. 

‘‘N’’ is the sequential period of a full 

cycle of oscillation. 

2.a.6 ........ Freeplay ......................... ±0.10 in .................................... Ground; Static conditions.Record and compare results for all 

controls.

X X X 

2.b ........... Low Airspeed Handling Qualities. 

2.b.1 ........ Trimmed Flight Control 

Positions.

Torque—±3% Pitch Attitude—

±1.5° Bank Attitude—±2° 

Longitudinal Control Position—±5% Lateral Control 

Position—±5% Directional 

Control Position—±5% Collective Control Position—

±5%.

Translational Flight 

IGE—Sideward, 

rearward, and forward flight. Augmentation On and 

Off.

Record results for 

several airspeed 

increments to the 

translational airspeed limits and 

for 45 kts. forward 

airspeed..

May be a series of 

snapshot tests.

X X 

2.b.2 ........ Critical Azimuth ............. Torque—±3% Pitch Hover—

Bank Attitude—±2°, Longitudinal Control Position—±5%, 

Lateral Control Position—

±5%, Directional Control Position—±5%, Collective Control Position—±5%.

Stationary Hover. 

Augmentation On 

and Off.

Record results for 

three relative wind 

directions (including the most critical case) in the 

critical quadrant. 

May be a series 

of snapshot tests.

X X 

2.b.3 ........ Control Response. 

2.b.3.a ..... Longitudinal ................... Pitch Rate—±10% or ±2% sec. 

Pitch Attitude Change—

±10% or 1.5°.

Hover. 

Agumentation On 

and Off.

Record results for a 

step control input. 

The Off-axis response must 

show correct trend 

for unaugmented 

cases.

X X 

2.b.3.b ..... Lateral ............................ Roll Rate—±10% or ±2% sec. 

Pitch Attitude Change—

±10% or 1.5°.

Hover. Augmentation On and Off.Record results for a 

step control input. 

The Off-axis response must 

show correct trend 

for unaugmented 

cases.

X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63561 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

2.b.3.c ..... Directional ...................... Yaw Rate—±10% or ±2% sec. 

Heading Change—±10% or 

2°.

Hover. Augmentation On and Off.Record results for a 

step control input. 

The Off-axis response must 

show correct trend 

for unaugmented 

cases.

X X 

2.b.3.d ..... Vertical ........................... Normal Acceleration—±0.1 g .. Hover control input. 

The Off-axis response must 

show correct trend 

for unaugmented 

cases.

Record results for a 

step.

X X 

2.c ........... Longitudinal Handling Qualities. 

2.c.1 ........ Control Response .......... Pitch Rate—±10% or ±2°/sec., 

Pitch Attitude Change—

±10% or ±1.5°.

Cruise Augmentation On and Off.Results must be recorded for two 

cruise airspeeds 

to include minimum power required speed. 

Record data for a 

step control input. 

The Off-axis response must 

show correct trend 

for unaugmented 

cases.

X X X 

2.c.2 ........ Static Stability ................ Longitudinal Control Position: 

±10% of change from trim or 

±0.25 in. (6.3 mm) or Longitudinal Control Force: ±0.5 

lb. (0.223 daN) or ±10%.

Cruise or Climb. 

Autorotation. Augmentation On and 

Off.

Record results for a 

minimum of two 

speeds on each 

side of the trim 

speed. May be a 

series of snapshot 

tests.

X X X 

2.c.3 ........ Dynamic Stability. 

2.c.3.a ..... Long Term Response .... ±10% of calculated period, 

±10% of time to 1⁄2 or double amplitude, or ±0.02 of 

damping ratio.

Cruise Augmentation On and Off.Record results for 

three full cycles (6 

overshoots after 

input completed) 

or that sufficient to 

determine time to 

1⁄2 or double amplitude, whichever 

is less. For nonperiod responses, 

the time history 

must be matched.

X X X 

2.c.3.b ..... Short Term Response ... ±1.5° Pitch or ±2°/sec. Pitch 

Rate. ±0.1 g Normal Acceleration.

Cruise or Climb. 

Augmentation On 

and Off.

Record results for at 

least two airspeeds.

X X X 

2.c.4 ........ Maneuvering Stability .... Longitudinal Control Position—

±10% of change from trim or 

±0.25 in. (6.3mm) or Longitudinal Control Forces—±0.5 

lb. (0.223 daN) or ±10%.

Cruise or Climb. 

Augmentation On 

and Off.

Record results for at 

least two airspeeds. The force 

may be shown as 

a cross plot for irreversible systems. May be a 

series of snapshot 

tests.

X X X Typically, 30°–45° 

bank angle is necessary for adequate stability 

measurement. 

2.c.5 ........ Landing Gear Operating 

Times.

±1 sec ...................................... Takeoff (Retraction) 

Approach (Extension).

X X X xl 

2.d ........... Lateral and Directional Handling Qualities. 

2.d.1 ........ Control Response. 


sroberts on PROD1PC70 with RULES
63562 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

2.d.1.a ..... Lateral ............................ Roll Rate—±10% or ±3°/sec., 

Roll Attitude Change—±10% 

or ±3°.

Cruise Augmentation On and Off.Record results for 

least two airspeeds, including 

the speed at or 

near the minimum 

power required 

airspeed. Record 

results for a step 

control input. The 

Off-axis response 

must show correct 

trend for unaugmented cases.

X X X 

2.d.1.b ..... Directional ...................... Yaw Rate—±10% or ±2°/sec., 

Yaw Attitude Change—

±10% or ±2°.

Cruise Augmentation On and Off.

Record data for at 

least two airspeeds, including 

the speed at or 

near the minimum 

power required 

airspeed. Record 

results for a step 

control input. The 

Off-axis response 

must show correct 

trend for unaugmented cases.

X X X 

2.d.2 ........ Directional Static Stability.Lateral Control Position—

±10% of change from trim or 

±0.25 in. (6.3mm) or Lateral 

Control Force—±0.5 lb. 

(0.223 daN) or 10%, Roll Attitude—±1.5, Directional 

Control Position—±10% of 

change from trim or ±0.25 

in. (6.3mm) or Directional 

Control Force—±1 lb. (0.448 

daN) or 10%., Longitudinal 

Control Position—±10% of 

change from trim or ±0.25 

in. (6.3mm), Vertical Velocity—±100 fpm (0.50m/sec) 

or 10%.

Cruise; or Climb 

(may use Descent 

instead of Climb if 

desired), Augmentation On and 

Off.

Record results for at 

least two sideslip 

angles on either 

side of the trim 

point. The force 

may be shown as 

a cross plot for irreversible systems. May be a 

series of snapshot 

tests.

X X X This is a steady 

heading sideslip 

test. 

2.d.3 ........ Dynamic Lateral and Directional Stability. 

2.d.3.a ..... Lateral-Directional Oscillations.±0.5 sec. or ±10% of period, 

±10% of time to 1⁄2 or double amplitude or ±0.02 of 

damping ratio, ±20% of ±1 

sec. of time difference between peaks of bank and 

sideslip.

Cruise or Climb. 

Augmentation On/ 

Off.

Record results for at 

least two airspeeds. The test 

must be initiated 

with a cyclic or a 

pedal doublet 

input. Record results for six full 

cycles (12 overshoots after input 

completed) or that 

sufficient to determine time to 1⁄2 or 

double amplitude, 

whichever is less. 

For non-periodic 

response, the time 

history must be 

matched.

X X X 

2.d.3.b ..... Spiral Stability ................ Correct Trend, ±2° bank or 

±10% in 20 sec.

Cruise or Climb. 

Augmentation On 

and Off.

Record the results 

of a release from 

pedal only or cyclic only turns. 

Results must be 

recorded from 

turns in both directions.

X X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

2.d.3.c ..... Adverse/Proverse Yaw .. Correct Trend, ±2° transient 

sideslip angle.

Cruise or Climb. 

Augmentation On 

and Off.

Record the time history of initial entry 

into cyclic only 

turns, using only a 

moderate rate for 

cyclic input. Results must be recorded for turns in 

both directions.

X X X 

2. Handling Qualities. 

2.a ........... Control System 

3. Motion System. 

3.a ........... Motion Envelope. 

3.a.1 Pitch. 

3.a.1.a ..... Displacement—TBD° ..... .................................................. ................................. ................................. ...... X 

±25° ............................... .................................................. ................................. ................................. X X 

3.a.1.b ..... Velocity—TBD°/sec ....... .................................................. ................................. ................................. X 

±20°/sec ......................... .................................................. ................................. ................................. X X 

3.a.1.c ..... Acceleration—TBD°/sec2 .................................................. ................................. ................................. X 

±100°/sec2 ..................... .................................................. ................................. ................................. X X 

3.a.2 

3.a.2.a ..... Displacement—TBD° ..... .................................................. ................................. ................................. X 

±25° ............................... .................................................. ................................. ................................. X X 

3.a.2.b ..... Velocity—TBD°/sec ....... .................................................. ................................. ................................. X 

±20°/sec ......................... .................................................. ................................. ................................. X X 

3.a.2.c ..... Acceleration—TBD°/sec2 .................................................. ................................. ................................. X ......

±100°/sec2 ..................... .................................................. ................................. ................................. X X 

3.a.3 ........ Yaw 

3.a.3.a ..... Displacement ¥±25° ..... .................................................. ................................. ................................. X X 

3.a.3.b ..... Velocity—±20°/sec ........ .................................................. ................................. ................................. X X 

3.a.3.c ..... Acceleration—±100°/ 

sec2.

.................................................. ................................. ................................. X X 

3.a.4 ........ Vertical ........................... .................................................. ................................. .................................

3.a.4.a ..... Displacement—TBD in .. .................................................. ................................. ................................. X 

±34 in. ............................ .................................................. ................................. ................................. X X 

3.a.4.b ..... Velocity—TBD in ........... .................................................. ................................. ................................. X 

±24 in ............................. .................................................. ................................. ................................. X X 

3.a.4.c ..... Acceleration—TBD g ..... .................................................. ................................. ................................. X ......

±0.8 g ............................ .................................................. ................................. ................................. X X 

3.A.5 ........ Lateral 

Displacement: ±45 in ..... .................................................. ................................. ................................. X X 

Velocity: ±28 in/sec ....... .................................................. ................................. ................................. X X 

Acceleration: ±0.6 g ...... .................................................. ................................. ................................. X X 

3.a.6 ........ Longitudinal. 

Displacement: ±34 in ..... .................................................. ................................. ................................. X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

Velocity: ±28 in/sec ....... .................................................. ................................. ................................. X X 

Acceleration: ±0.6 g ...... .................................................. ................................. ................................. X X 

3.a.7 ........ Initial Rotational Acceleration Ratio 

All axes: TBD°/sec2/sec .................................................. ................................. ................................. X 

All axes: 300°/ sec2/sec .................................................. ................................. ................................. X X 

3.a.8 ........ Initial Linear Acceleration Ratio. 

Vertical: ±TBD g/sec ..... .................................................. ................................. ................................. X 

±6g/sec .......................... .................................................. ................................. ................................. X X 

Lateral: ±3g/sec ............. .................................................. ................................. ................................. X X 

Longitudinal: ±3g/sec .... .................................................. ................................. ................................. X X 

3.b ........... Frequency Response 

Band, Hz Phase, deg. ... Amplitude, Ratio, db, ............... ................................. ................................. ...... X X X 

0.10 to 0.5 ¥15 to ¥20 ±2 .............................................

±2 .............................................

................................. ................................. ......

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

±4 .............................................

................................. ................................. ......

3.c ........... Leg Balance. 

Leg Balance .................. 1.5° .......................................... ................................. The phase shift between a datum 

jack and any other 

jack must be 

measured using a 

heave (vertical) 

signal of 0.5 Hz. 

at ±0.25 g.

...... X X X 

3.d ........... Turn Around. 

Turn Around .................. 0.05 g ...................................... ................................. The motion base 

must be driven 

sinusoidally in 

heave through a 

displacement of 6 

inches (150mm) 

peak to peak at a 

frequency of 0.5 

Hz. Deviation from 

the desired sinusoidal acceleration 

must be measured.

X X X 

4 .............. Visual System Display Tests. 

4.a ........... Field of View. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

4.a.1 ........ Continuous collimated 

visual field of view.

Minimum continuous collimated field of view providing 75° horizontal and 30° 

vertical field of view for each 

pilot simultaneously.

N/A .......................... An SOC is required. 

Horizontal field of 

view is centered 

on the zero degree azimuth line 

relative to the aircraft fuselage.

X A vertical field of 

view of 30° may 

be insufficient to 

meet visual 

ground segment 

requirements. 

Field of view may 

be measured 

using a visual test 

pattern filling the 

entire visual 

scene (all channels) with a matrix 

of black and white 

5° squares. The 

installed alignment 

should be addressed in the 

SOC. 

4.a.2 ........ Continuous collimated 

visual field of view.

Minimum continuous collimated field of view providing 150° horizontal and 

40° vertical field of view for 

each pilot simultaneously.

N/A/ ......................... An SOC is required. 

Horizontal field of 

view is centered 

on the zero degree azimuth line 

relative to the aircraft fuselage.

X Field of view may be 

measured using a 

visual test pattern 

filling the entire 

visual scene (all 

channels) with a 

matrix of black 

and white 5° 

squares. The installed alignment 

should be addressed in the 

SOC. 

4.a.3 ........ Continuous collimated 

visual field of view.

Minimum continuous collimated field of view providing 180° horizontal and 

60° vertical field of view for 

each pilot simultaneously.

N/A .......................... An SOC is required. 

Horizontal field of 

view is centered 

on the zero degree azimuth line 

relative to the aircraft fuselage.

X Field of view may be 

measured using a 

visual test pattern 

filling the entire 

visual scene (all 

channels) with a 

matrix of black 

and white 5° 

squares. The installed alignment 

should be addressed in the 

SOC. 

4.c ........... Surface contrast ratio .... Not less than 5:1 ..................... N/A .......................... The ratio is calculated by dividing 

the brightness 

level of the center, 

bright square (providing at least 2 

foot-lamberts or 7 

cd/ms2) by the 

brightness level of 

any adjacent dark 

square.

X Measurements may 

be made using a 

1° spot photometer and a raster 

drawn test pattern 

filling the entire 

visual scene (all 

channels) with a 

test pattern of 

black and white 

squares, 5 per 

square, with a 

white square in 

the center of each 

channel. During 

contrast ratio testing, simulator aftcab and flight 

deck ambient light 

levels should be 

zero. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

<<<QPS requirements>>> <<Information>> 

Test 

Tolerance(s) Flight condition Test details 

Simulator level 

Notes 

No. Title A B C D 

4.d ........... Highlight brightness ....... Not less than six (6) foot-lamberts (20 cd/m 2).

N/A .......................... Measure the brightness of the center, white square 

while superimposing a highlight on that white 

square. The use 

of calligraphic capabilities to enhance the raster 

brightness is acceptable; however, measuring 

light points is not 

acceptable.

X Measurements may 

be made using a 

1° spot photometer and a raster 

drawn test pattern 

filling the entire 

visual scene (all 

channels) with a 

test pattern of 

black and white 

squares, 5 per 

square, with a 

white square in 

the center of each 

channel. 

4.e ........... Vernier resolution (surface resolution).Not greater than 3 arc minutes N/A .......................... An SOC is required 

and must include 

the appropriate 

calculations and 

an explanation of 

those calculations.

X X 

4.f ............ Light point size .............. Not greater than six (6) arcminutes..N/A .......................... An SOC is required 

and must include 

the relevant calculations and an 

explanation of 

those calculations.

X X Light point size may 

be measured 

using a test pattern consisting of 

a centrally located 

single row of light 

points reduced in 

length until modulation is just discernible in each 

visual channel. A 

row of 48 lights 

will form a 4° 

angle or less. 

4.g ........... Light point contrast ratio Not less than 25:1 ................... N/A .......................... An SOC is required 

and must include 

the relevant calculations..

X X A 1° spot photometer may be used 

to measure a 

square of at least 

1° filled with light 

points (where light 

point modulation 

is just discernible) 

and compare the 

results to the 

measured adjacent background. 

During contrast 

ratio testing, simulator aft-cab and 

flight deck ambient light levels 

should be zero. 

lllllllllllllllllllll

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, 


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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(Ad) on Figure C2A is ±5 percent of 

the initial displacement amplitude Ad 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 ±10 percent. The simulator response 

must be critically damped also. Figure C2B 

illustrates the procedure. 

(3) The following summarizes the 

tolerances: 

T(P0) ±10% of P0

T(P1) ±20% of P1

T(A) ±10% of A1, ±20% of Subsequent Peaks 

T(Ad) ±10% of Ad = Residual Band 

Overshoots ±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(Pn) ±10%(n+1)% of Pn, where ‘‘n’’ is the 

next in sequence. 

BILLING CODE 491073–P 


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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: 


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(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 (T0–T1) of sufficient duration to 

ensure steady initial conditions. 


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BILLING CODE 491073–C Attachment 3 to Appendix C to Part 60—

Simulator Subjective Evaluation 

1. Discussion 

lllllllllllllllllllll

Begin Information 

a. The subjective tests provide a basis for 

evaluating the capability of the simulator to 

perform over a typical utilization period; 


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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° 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 

lllllllllllllllllllll

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS

<<< QPS requirements >>> 

No. Operations tasks 

Simulator level 

A B C D 

Tasks in this table are subject to evaluation if appropriate for the helicopter simulated as indicated in the SOQ Configuration List and/or the 

level of simulator qualification involved. Items not installed or not functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as exceptions on the SOQ. 

1. Preparation For Flight 

1.a .......................... Cockpit check: switches, indicators, systems, and equipment ................................................................... X X X 

2. APU/Engine start and run-up 

2.a .......................... Normal start procedures .............................................................................................................................. X X X 

2.b .......................... Alternate start procedures ........................................................................................................................... X X X 

2.c .......................... Abnormal starts and shutdowns (e.g., hot start, hung start) ....................................................................... X X X 

2.d .......................... Rotor engagement ....................................................................................................................................... X X X 

2.e .......................... System checks ............................................................................................................................................. X X X 

3. (Reserved) 

4. (Reserved) 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

No. Operations tasks 

Simulator level 

A B C D 

5. (Reserved) 

6. Take-off 

6.a .......................... Normal ......................................................................................................................................................... X X X 

6.a.1 ....................... From ground ............................................................................................................................................ X X X 

6.a.2 ....................... From hover ............................................................................................................................................... X X X 

6.a.2.a .................... Cat A .................................................................................................................................................... X X X 

6.a.2.b .................... Cat B .................................................................................................................................................... X X X 

6.a.3 ....................... Running .................................................................................................................................................... X X X 

6.a.4 ....................... Crosswind/tailwind ................................................................................................................................... X X X 

6.a.5 ....................... Maximum performance ............................................................................................................................ X X X 

6.a.6 ....................... Instrument ................................................................................................................................................ X X X 

6.a.7 ....................... (Reserved). 

6.a.8 ....................... (Reserved). 

6.a.9 ....................... (Reserved). 

6.a.10 ..................... (Reserved). 

6.b .......................... Abnormal/emergency procedures ................................................................................................................ X X X 

6.b.1 ....................... Takeoff with engine failure after critical decision point (CDP) ................................................................ X X X 

6.b.1.a .................... Cat A .................................................................................................................................................... X X X 

6.b.1.b .................... Cat B .................................................................................................................................................... X X X 

6.c .......................... (Reserved). 

7. Climb 

7.a .......................... Normal ......................................................................................................................................................... X X X 

7.b .......................... (Reserved). 

7.c .......................... (Reserved). 

7.d .......................... One engine inoperative ............................................................................................................................... X X X 

8. Cruise 

8.a .......................... Performance ................................................................................................................................................ X X X 

8.b .......................... Flying qualities ............................................................................................................................................. X X X 

8.c .......................... Turns ............................................................................................................................................................ X X X 

8.c.1 ....................... Timed ....................................................................................................................................................... X X X 

8.c.2 ....................... Normal ...................................................................................................................................................... X X X 

8.c.3 ....................... Steep ........................................................................................................................................................ X X X 

8.d .......................... Accelerations and decelerations .................................................................................................................. X X X 

8.e .......................... High speed vibrations .................................................................................................................................. X X X 

8.f ........................... (Reserved). 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

No. Operations tasks 

Simulator level 

A B C D 

8.g .......................... Abnormal/emergency procedures ................................................................................................................ X X X 

8.g.1 ....................... Engine fire ................................................................................................................................................ X X X 

8.g.2 ....................... Engine failure ........................................................................................................................................... X X X 

8.g.3 ....................... Inflight engine shutdown and restart ........................................................................................................ X X X 

8.g.4 ....................... Fuel governing system failures ................................................................................................................ X X X 

8.g.5 ....................... Directional control malfunction ................................................................................................................. X X X 

8.g.6 ....................... Hydraulic failure ....................................................................................................................................... X X X 

8.g.7 ....................... Stability system failure ............................................................................................................................. X X X 

8.g.8 ....................... Rotor vibrations ........................................................................................................................................ X X X 

9. Descent 

9.a .......................... Normal ......................................................................................................................................................... X X X 

9.b .......................... Maximum rate .............................................................................................................................................. X X X 

9.c .......................... (Reserved). 

10. Approach 

10.a ........................ Non-precision ............................................................................................................................................... X X X 

10.a.1 ..................... All engines operating ............................................................................................................................... X X X 

10.a.2 ..................... One or more engines inoperative ............................................................................................................ X X X 

10.a.3 ..................... Approach procedures ............................................................................................................................... X X X 

10.a.3.a .................. NDB ...................................................................................................................................................... X X X 

10.a.3.b .................. VOR, RNAV, TACAN ........................................................................................................................... X X X 

10.a.3.c .................. ASR ...................................................................................................................................................... X X X 

10.a.3.d .................. (Reserved). 

10.a.3.e .................. Helicopter only ...................................................................................................................................... X X X 

10.a.4 ..................... Missed approach ...................................................................................................................................... X X X 

10.a.4.a .................. All engines operating ............................................................................................................................ X X X 

10.a.4.b .................. One or more engines inoperative ......................................................................................................... X X X 

10.b ........................ Precision ...................................................................................................................................................... X X X 

10.b.1 ..................... All engines operating ............................................................................................................................... X X X 

10.b.2 ..................... One or more engines inoperative ............................................................................................................ X X X 

10.b.3 ..................... Approach procedures ............................................................................................................................... X X X 

10.b.3.a .................. PAR ...................................................................................................................................................... X X X 

10.b.3.b .................. MLS ...................................................................................................................................................... X X X 

10.b.3.c .................. ILS ........................................................................................................................................................ X X X 

10.b.3.c .................. (1) Manual (raw data) ....................................................................................................................... X X X 

10.b.3.c .................. (2) Flight director only ....................................................................................................................... X X X 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

No. Operations tasks 

Simulator level 

A B C D 

10.b.3.c .................. (3) Autopilot coupled ......................................................................................................................... X X X 

10.b.3.c .................. —Cat I ........................................................................................................................................... X X X 

10.b.3.c .................. —Cat II .......................................................................................................................................... X X X 

10.b.4 ..................... Missed approach.

10.b.4.a .................. All engines operating ............................................................................................................................ X X X 

10.b.4.b .................. One or more engines inoperative ......................................................................................................... X X X 

10.b.4.c .................. Stability system failure ............................................................................................................................. X X X 

10.c ........................ (Reserved). 

11. (Reserved) 

12. Any Flight Phase 

12.a ........................ Helicopter and powerplant systems operation. 

12.a.1 ..................... Air conditioning ........................................................................................................................................ X X X 

12.a.2 ..................... Anti-icing/deicing ...................................................................................................................................... X X X 

12.a.3 ..................... Auxiliary power-plant ................................................................................................................................ X X X 

12.a.4 ..................... Communications ....................................................................................................................................... X X X 

12.a.5 ..................... Electrical ................................................................................................................................................... X X X 

12.a.6 ..................... Fire detection and suppression ................................................................................................................ X X X 

12.a.7 ..................... Stabilizer .................................................................................................................................................. X X X 

12.a.8 ..................... Flight controls ........................................................................................................................................... X X X 

12.a.9 ..................... Fuel and oil .............................................................................................................................................. X X X 

12.a.10 ................... Hydraulic .................................................................................................................................................. X X X 

12.a.11 ................... Landing gear ............................................................................................................................................ X X X 

12.a.12 ................... Oxygen ..................................................................................................................................................... X X X 

12.a.13 ................... Pneumatic ................................................................................................................................................ X X X 

12.a.14 ................... Powerplant ............................................................................................................................................... X X X 

12.a.15 ................... Flight control computers ........................................................................................................................... X X X 

12.a.16 ................... Stability and control augmentation ........................................................................................................... X X X 

12.b ........................ Flight management and guidance system. 

12.b.1 ..................... Airborne radar .......................................................................................................................................... X X X 

12.b.2 ..................... Automatic landing aids ............................................................................................................................. X X X 

12.b.3 ..................... Autopilot ................................................................................................................................................... X X X 

12.b.4 ..................... Collision avoidance system ...................................................................................................................... X X X 

12.b.5 ..................... Flight data displays .................................................................................................................................. X X X 

12.b.6 ..................... Flight management computers ................................................................................................................ X X X 

12.b.7 ..................... Heads-up displays ................................................................................................................................... X X X 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

No. Operations tasks 

Simulator level 

A B C D 

12.b.8 ..................... Navigation systems .................................................................................................................................. X X X 

12.c ........................ Airborne procedures. 

12.c.1 ..................... Holding ..................................................................................................................................................... X X X 

12.c.2 ..................... Air hazard avoidance ............................................................................................................................... X X X 

12.c.3 ..................... Retreating blade stall recovery ................................................................................................................ X X X 

12.c.4 ..................... Mast bumping .......................................................................................................................................... X X X 

13. Engine Shutdown and Parking 

13.a ........................ Engine and systems operation .................................................................................................................... X X X 

13.b ........................ Parking brake operation .............................................................................................................................. X X X 

13.c ........................ Rotor brake operation .................................................................................................................................. X X X 

13.d ........................ Abnormal/emergency procedures ................................................................................................................ X X X 

Table C3B [Reserved] 

Table C3C [Reserved] 

TABLE C3D.—FUNCTIONS AND SUBJECTIVE TESTS

<<< QPS requirements >>> 

Number Instructor Operating Station (IOS) (As appropriate) 

Simulator level 

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 

Switch(es) 

................................................................................................................................................................. X X X 

2. Helicopter conditions 

2.a .......................... Gross weight, center of gravity, fuel loading and allocation .................................................................... .... X X X 

2.b .......................... Helicopter systems status ........................................................................................................................ .... X X X 

2.c. ......................... Ground crew functions ............................................................................................................................. .... X X X 

3. Airports/Heliports 

3.a .......................... Number and selection .............................................................................................................................. .... X X X 

3.b .......................... Runway or landing area selection ........................................................................................................... .... X X X 

3.c .......................... Landing surface conditions (rough, smooth, icy, wet, dry, snow) ........................................................... .... X X X 

3.d .......................... Preset positions ........................................................................................................................................ .... X X X 

3.e .......................... Lighting controls ....................................................................................................................................... .... X X X 

4. Environmental controls 

4.a .......................... (Reserved).

4.b .......................... (Reserved).

4.c .......................... Temperature ............................................................................................................................................. .... X X X 

4.d .......................... Climate conditions .................................................................................................................................... .... X X X 

4.e .......................... Wind speed and direction ........................................................................................................................ .... X X X 

4.f ........................... (Reserved) ............................................................................................................................................... .... .... ....


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TABLE C3D.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

<<< QPS requirements >>> 

Number Instructor Operating Station (IOS) (As appropriate) 

Simulator level 

A B C D 

5. Helicopter system malfunctions (Insertion/ 

deletion) 

...................................................................................................................................................................... X X X 

6. Locks, Freezes, and Repositioning 

6.a .......................... Problem (all) freeze/release ..................................................................................................................... .... X X X 

6.b .......................... Position (geographic) freeze/release ....................................................................................................... .... X X X 

6.c .......................... Repositioning (locations, freezes, and releases) ..................................................................................... .... X X X 

6.d .......................... Ground speed control .............................................................................................................................. .... X X X 

7. Remote IOS. ...................................................................................................................................................................... X X X 

8. Sound Controls. 

On/off/adjustment 

...................................................................................................................................................................... X X X 

9. Motion/Control Loading System 

9.a .......................... On/off/emergency stop ............................................................................................................................. .... X X X 

10. Observer 

Seats/Stations. 

Position/Adjustment/Positive 

restraint system 

...................................................................................................................................................................... X X X 

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 

BILLING CODE 491073–P 


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BILLING CODE 491073–C 

Appendix D to Part 60—Qualification 

Performance Standards for Helicopter 

Flight Training Devices 

lllllllllllllllllllll

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 (§ 60.1) and Applicability of 

sponsor rules to persons who are not 

sponsors and who are engaged in certain 

unauthorized activities (§ 60.2). 

3. Definitions (60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the Sponsor 

(§ 60.9). 

8. FTD Use (§ 60.11). 

9. FTD Objective Data Requirements 

(§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

FTD (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16). 

13. Previously Qualified FTDs (§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance 

Requirements (§ 60.19). 

15. Logging FTD Discrepancies (§ 60.20). 

16. Interim Qualification of FTDs for New 

Helicopter Types or Models (§ 60.21). 

17. Modifications to FTDs (§ 60.23). 

18. Operations with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.29). 

21. Record Keeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or 

Incorrect Statements (§ 60.33). 

23. [Reserved] 

24. Levels of FTD. 

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement 

(BASA) (§ 60.37). 

Attachment 1 to Appendix D to Part 60—

General FTD Requirements. 

Attachment 2 to Appendix D to Part 60—

Flight Training Device (FTD) Objective 

Tests. 

Attachment 3 to Appendix D to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation. 

Attachment 4 to Appendix D to Part 60—

Sample Documents. 

End Information 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

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. 


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(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 

lllllllllllllllllllll

2. Applicability (§§ 60.1 & 60.2) 

There is no additional regulatory or 

informational material that applies to § 60.1, 

Applicability, or to § 60.2, Applicability of 

sponsor rules to person who are not sponsors 

and who are engaged in certain unauthorized 

activities. 

3. Definitions (§ 60.3) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

There is no additional regulatory or 

informational material that applies to § 60.4, 

Qualification Performance Standards. 

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

a. The intent of the language in § 60.7(b) is 

to have a specific FTD, identified by the 

sponsor, used at least once in an FAAapproved 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 

§ 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 § 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FTD use required. 

(c) The identification of the specific FTD 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FTD at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FTDs, in its facility or elsewhere. 

Each additionally sponsored FTD must be—

(i) Used by the sponsor in the sponsor’s 

FAA-approved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)); 

OR 

(ii) Used by another FAA certificate holder 

in that other certificate holder’s FAAapproved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)). This 12-month period is 

established in the same manner as in 

example one. 

OR 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

helicopter not the subject FTD or another 

FTD, during the preceding 12-month period) 

stating that the subject FTD’s performance 

and handling qualities represent the 

helicopter (as described in § 60.7(d)(2)). This 

statement is provided at least once in each 

12-month period established in the same 

manner as in example one. 

(b) There is no minimum number of hours 

of FTD use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

practices, procedures, and policies; e.g., 

instructor and/or technician training/ 

checking requirements, record keeping, QMS 

program). 

(c) All of the FTDs in the Chicago and 

Moscow centers could be dry-leased (i.e., the 

certificate holder does not have and use 

FAA-approved flight training programs for 

the FTDs in the Chicago and Moscow 

centers) because—

(i) Each FTD in the Chicago center and 

each FTD in the Moscow center is used at 

least once each 12-month period by another 

FAA certificate holder in that other 

certificate holder’s FAA-approved flight 

training program for the helicopter (as 

described in § 60.7(d)(1)); 

OR 

(ii) A statement is obtained from a 

qualified pilot (having flown the helicopter, 

not the subject FTD or another FTD during 

the preceding 12-month period) stating that 

the performance and handling qualities of 

each FTD in the Chicago and Moscow centers 

represents the helicopter (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FSTD. 

End Information 

lllllllllllllllllllll

8. FTD Use (§ 60.11) 

There is no additional regulatory or 

informational material that applies to § 60.11, 

FTD Use. 

9. FTD Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

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. 


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(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 § 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 

lllllllllllllllllllll

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-bycase 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 

(§ 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 (§ 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 § 60.15(a) must 

include all of the following: 

(1) A statement that the FTD meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

in § 60.15(b) in such time as to be received 

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) Except for a Level 4 FTD, a 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 


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the NSPM to establish and record the 

frequency with which continuing 

qualification evaluations must be conducted 

and any subsequent changes that may be 

determined by the NSPM in accordance with 

§ 60.19. See Attachment 4, Figure D4G, 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 

lllllllllllllllllllll

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 


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(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 FAAapproved 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 § 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 § 60.15(g)(6), include 

approaches to and departures from slopes 

and pinnacles. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16) 

There is no additional regulatory or 

informational material that applies to § 60.16, 

Additional Qualifications for a Currently 

Qualified FTD. 

13. Previously Qualified FTDs (§ 60.17) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 FAAapproved flight training program. Such FTDs 

are not required to undergo an additional 

qualification process, except as described in 

§ 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 

§ 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 


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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 requalification under the standards in effect 

and current at the time of requalification. 

End Information 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19). 

Begin QPS 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 

lllllllllllllllllllll

Begin Information 

d. The sponsor’s test sequence and the 

content of each quarterly inspection required 

in § 60.19(a)(1) should include a balance and 

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FTD systems. 

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 § 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 

§ 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 

lllllllllllllllllllll

15. Logging FTD Discrepancies (§ 60.20). 

There is no additional regulatory or 

informational material that applies to § 60.20. 

Logging FTD Discrepancies. 

16. Interim Qualification of FTDs for New 

Helicopter Types or Models (§ 60.21). 

There is no additional regulatory or 

informational material that applies to § 60.21, 

Interim Qualification of FTDs for New 

Helicopter Types or Models. 

17. Modifications to FTDs (§ 60.23). 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

§ 60.23(c)(2) must include a complete 

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FTD and 

the results that are expected with the 

modification incorporated. 

b. Prior to using the modified FTD: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

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 

lllllllllllllllllllll

18. Operation With Missing, Malfunctioning, 

or Inoperative Components (§ 60.25). 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FTD, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. If the 29th or 30th day of the 30-day 

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

c. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FTD. Repairs 

having a larger impact on the FTD’s ability 

to provide the required training, evaluation, 

or flight experience will have a higher 

priority for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27). 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice 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 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29). 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice 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. 

lllllllllllllllllllll

End Information 

21. Recordkeeping and Reporting (§ 60.31). 

lllllllllllllllllllll

Begin QPS Requirements 

a. FTD modifications can include hardware 

or software changes. For FTD modifications 

involving software programming changes, the 

record required by § 60.31(a)(2) must consist 


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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 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33). 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.33, Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements. 

23. [Reserved]. 

24. Levels of FTD. 

lllllllllllllllllllll

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 

lllllllllllllllllllll

25. FSTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37). 

lllllllllllllllllllll

Begin Information 

There are no additional QPS requirements 

or informational material that apply to 

§ 60.37, FSTD Qualification on the Basis of 

a Bilateral Aviation Safety Agreement 

(BASA). 

End Information 

lllllllllllllllllllll

Attachment 1 to Appendix D to Part 60—

General FTD Requirements 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 

lllllllllllllllllllll

TABLE D1A.—MINIMUM FTD REQUIREMENTS

<<<QPS requirements >>> 

<<Information>> 

Notes No. General FTD requirements 

FTD Level 

4 5 6 

1. General Cockpit Configuration 

TABLE D1A.—MINIMUM FTD REQUIREMENTS

<<<QPS requirements >>> 

<<Information>> 

Notes No. General FTD requirements 

FTD Level 

4 5 6 

1.a ........ The FTD must have a cockpit that is a replica of the 

helicopter, or set purposes, the of helicopters simulated with controls, equipment, observable cockpit indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the helicopter or set of 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.

X For FTD purposes, the cockpit consists of all that space 

forward of a cross section of the fuselage at the most 

extreme aft setting of the pilots’ seats including additional, required crewmember duty stations and those 

required bulkheads aft of the pilot seats. 


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TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements >>> 

<<Information>> 

Notes No. General FTD requirements 

FTD Level 

4 5 6 

2.b ........ The FTD must have equipment (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.

X X 

3.c ......... Circuit breakers must function 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. 

X X 

4. Programming 

4.a ........ The FTD must 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 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. 

X X 

4.b ........ The FTD must have computer (analog or digital) capability (i.e., capacity, accuracy, resolution, and dynamic 

response) needed to meet the qualification level 

sought.

X X X 

4.c ......... The FTD hardware and programming 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.

X X X 


sroberts on PROD1PC70 with RULES
63596 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements >>> 

<<Information>> 

Notes No. General FTD requirements 

FTD Level 

4 5 6 

4.d ........ Related responses of the cockpit 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. 

...... X X 

5. Equipment Operation 

5.a ........ All relevant instrument 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.

X X 

5.b ........ Navigation equipment must be 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. 

X X 

5.c ......... Installed systems must simulate 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. 

X X X 

5.d ........ The lighting environment for panels and instruments 

must be sufficient for the operation being conducted.

X X X 


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Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63597 

TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

<<<QPS requirements >>> 

<<Information>> 

Notes No. General FTD requirements 

FTD Level 

4 5 6 

5.e ........ The FTD must provide control 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.

X 

5.f ......... The FTD must provide control 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.

X 

6. Instructor or Evaluator Facilities 

6.a ........ In addition to the flight crewmember stations, suitable 

seating arrangements for an instructor/check airman 

and FAA Inspector must be available. These seats 

must provide adequate view of crewmember’s 

panel(s).

X X X These seats need not be a replica of an aircraft seat 

and may be as simple as an office chair placed in an 

appropriate position. 

6.b ........ The FTD must have instructor 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.

X X X 

7. Motion System 

7.a ........ The FTD may have a motion 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. 

X X X 

8. Visual System 

8.a ........ The FTD may have a visual 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° vertical/24° horizontal for 

the pilot flying. 

(3) Maximum paralax error: 10° per pilot. 

(4) Scene content may not be distracting. 

(5) Minimum distance from the pilot’s eye position to the 

surface of a direct view display may not be less than 

the distance to any front panel instrument. 

(6) Minimum resolution of 5 arc-min. for both computed 

and displayed pixel size. 

(7) Maximum latency or through-put must not exceed 

300 milliseconds. 

A statement of capability is required. 

A demonstration of latency or through-put is required. 

Visual system standards set out in QPS FAA–S–120–

40C, for at least Level A simulators is acceptable. 

However, if additional authorizations (training, testing, 

or checking credits) are sought that require the use of 

a visual systems, the Level A simulator visual system 

standards apply. 

X X X 

9. Sound System 

9.a ........ The FTD must simulate significant cockpit sounds resulting from pilot actions that correspond to those 

heard in the helicopter.

X 


sroberts on PROD1PC70 with RULES
63598 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

Attachment 2 to Appendix D to Part 60—

Flight Training Device (FTD) Objective Tests 

lllllllllllllllllllll

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 § 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 ±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.’’). 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63599 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS

<<< QPS Requirements >>> 

Tolerances Flight conditions Test details 

FTD 

Level 

<< Information >> 

Test 

5 6 Notes 

No. Title 

1. Performance 

1.a Engine Assessment 

1.a.1 ...... Start Operations ..........

1.a.1.a ... Engine start and acceleration (transient).Light Off Time—±10% or ±1 

sec.Torque—±5%Rotor 

Speed—±3% Fuel Flow—

±10% Gas Generator 

Speed—±5% Power 

TurbineSpeed—±5% Gas 

TurbineTemp.—±30°C.

Ground with the 

Rotor Brake 

Used and Not 

Used.

Record each engine start from 

the initiation of 

the start sequence to steady 

state idle and 

from steady state 

idle to operating 

RPM.

X 

1.a.1.b ... Steady State Idle and 

Operating RPM conditions.

Torque—±3% Rotor Speed—

±1.5% Fuel Flow—±5% 

Gas Generator Speed—

±2% Power Turbine 

Speed—±2% Turbine Gas 

Temp.—±20°C.

Ground .................. Record both steady 

state idle and 

operating RPM 

conditions. May 

be a series of 

snapshot tests.

X X 

1.a.2 ...... Power Turbine Speed 

Trim.

±10% of total change of 

power turbine speed.

Ground .................. Record engine response to trim 

system actuation 

in both directions.

X 

1.a.3 ...... Engine and Rotor 

Speed Governing.

Torque—±5% Rotor Speed—

±1.5%.

1) Climb ................

2) Descent ............

Record results 

using a step 

input to the collective. May be 

conducted concurrently with 

climb and descent performance tests.

X 

1.b. In Flight 

Performance and 

Trimmed Flight Control Positions.

Torque—±3% Pitch Attitude—±1.5° Sideslip 

Angle—±2° Longitudinal 

Control Position—±5% Lateral Control Position—±5% 

Directional Control Position—±5% Collective Control Position—±5%.

Cruise (Augmentation On and Off).Record results for 

two gross weight 

CG combinations 

with varying trim 

speeds throughout the airspeed 

envelope. May 

be a series of 

snapshot tests.

X X 

1.c. Climb 

Performance and 

Trimmed Flight Control Positions.

Verticle Velocity—±100 fpm 

(61m/sec) or ±10% Pitch 

Attitude—±1.5° Sideslip 

Angle—±2° Longitudinal 

Control Position—±5% Lateral Control Position—±5% 

Directional Control Position—±5% Collective Control Position—±5%.

All engines operating. One engine inoperative. 

Augmentation 

System(s) On 

and Off.

Record results for 

two gross weight 

and CG combinations. The 

data presented 

must be for normal climb power 

conditions. May 

be a series of 

snapshot tests.

X X 

1.d Descent 

1.d.1 ...... Descent Performance 

and Trimmed Flight 

Control Positions.

Torque—±3% Pitch Attitude—±1.5° Sideslip 

Angle—±2° Longitudinal 

Control Position—±5%.

At or near 1,000 

fpm rate of descent (RoD) at 

normal approach 

speed.

Record results for 

two gross weight 

and CG combinations. May 

be a series of 

snapshot tests.

X X 


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63600 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> 

Tolerances Flight conditions Test details 

FTD 

Level 

<< Information >> 

Test 

5 6 Notes 

No. Title 

Lateral Control Position—

±5% Directional Control 

Position—±5% Collective 

Control Position—±5%.

Augmentati on 

System(s) On 

and Off.

..........................

1.d.2 ...... Autorotation Performance and Trimmed 

Flight Control Positions.

Torque—±3% Pitch Attitude—±1.5° Sideslip 

Angle—±2° Longitudinal 

Control Position—±5% Lateral Control Position—±5% 

Directional Control Position—±5% Collective Control Position—±5%.

Steady descents. 

Augmentation 

System(s) On 

and Off.

Record results for 

two gross weight 

conditions. Data 

must be recorded for normal operating 

RPM. (Rotor 

speed tolerance 

applies only if 

collective control 

position is full 

down.) Data 

must be recorded for 

speeds from approximately 50 

kts. through at 

least maximum 

glide distance 

airspeed. May be 

a series of snapshot tests.

X X 

1.e. Autorotation 

Entry ............................ Rotor Speed—±3% Pitch Attitude±2° Roll Attitude—

±3° Yaw Attitude—±5° Airspeed—±5 kts. Vertical 

Velocity—±200 fpm (1.00 

m/sec) or 10%.

1) Cruise; or 2) 

Climb.

Record results of a 

rapid throttle reduction to idle. If 

accomplished in 

cruise, results 

must be for the 

maximum range 

airspeed. If accomplished in 

climb, results 

must be for the 

maximum rate of 

climb airspeed at 

or near maximum continuous 

power..

X 

............................................... .......................... ..........................

2. Handling Qualities. 

2.a. ........ Start [here] Contro 1 

System Mechanical 

Characteristics.

Contact the NSPM for clarification of any issue regarding helicopters with reversible controls................................ ...............................

2.a.1. ..... Cyclic ........................... Breakout—±0.25lbs. (0.112 

daN) or 25%. Force—±1.0 

lb. (0.224 daN) or 10%.

Ground; Static conditions. Trim On 

and Off. Friction 

Off Augmentation On and off.

Record results for 

an uninterrupted 

control sweep to 

the stops. (This 

test does not 

apply if aircraft 

hardware modular controllers 

are used.).

X X 

2.a.2. ..... Collective and Pedals Breakout—±0.5 lb. (0.224 

daN) or 25%. Force —±1.0 

lb. (0.224 daN) or 10%.

Ground; Static conditions. Trim On 

and Off. Friction 

Off Augmentation and On and 

Off.

Record results for 

an uninterrupted 

control sweep to 

the stops.

X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63601 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> 

Tolerances Flight conditions Test details 

FTD 

Level 

<< Information >> 

Test 

5 6 Notes 

No. Title 

................................. .......................................... .......................... ..........................

2.a.3. ..... Brake Pedal Force vs. 

Position..

±5 lbs. (2.224 daN) or 10% .. Ground; Static conditions............................ X X 

2.a.4. ..... Trim System Rate (all 

applicable systems).

Rate—±10% ......................... Ground; Static conditions. Trim On 

Friction Off.

The tolerance applies to the recorded value of 

the trim rate.

X X 

2.a.5. ..... Control Dynamics (all 

axes).

±10% of time for first zero 

crossing and ±10 (N+1)% 

of period thereafter. ±10% 

of amplitude of first overshoot. ±20% of amplitude 

of 2nd and subsequent 

overshoots greater than 

5% of initial displacement 

±1 overshoot.

Hover/Cruise Trim 

On Friction Off.

Results must be 

recorded for a 

normal control 

displacement in 

both directions in 

each axis (approximately 255 

to 50% of full 

throw).

X Control Dynamics 

for irreversible 

control systems 

may be evaluated in a ground/ 

static condtion. 

Refer to paragraph 3 of this 

attachment for 

additional information. ‘‘N’’ is 

the sequential 

period of a full 

cycle of oscillation. 

2.a.6 ...... Freeplay ...................... ±0.10 in ................................. Ground; Static conditions.Record and compare results for 

all controls.

X X 

2.b. Longitudinal Handling Qualities. 

2.b.1 ...... Control Response ....... Pitch Rate—±10% or ±2/sec. 

Pitch Attitude Change—

±10% or ±1.5°.

Cruise Augmentation On and Off.Results must be 

recorded for two 

cruise airspeeds 

to include minimum power required speed 

Record data for 

a step control 

input. The Offaxis response 

must show correct trend for unaugmented 

cases.

X X 

2.b.2 ...... Static Stability ............. Longitudinal Control Position: 

±10% of change from trim 

or ±0.25 in. (6.3 mm) or 

Longitudinal Control Force: 

±0.5 lb. (0.223 daN) or 

±10%.

Cruise or Climb. 

Autorotation. 

Augmentation 

On and Off.

Record results for 

a minimum of 

two speeds on 

each side of the 

trim speed. May 

be a series of 

snapshot tests.

X X 

2.b.3 ...... Dynamic Stability .........

2.b.3.a. .. Long Term Response ±10% of calculated period. 

±10% of time to 1⁄2 or double amplitude, or ±0.02 of 

damping ratio.

Cruise Augmentation On and Off.Record results for 

three full cycles 

(6 overshoots 

after input completed) or that 

sufficient to determine time to 

1⁄2 double or amplitude, whichever is less. For 

non-periodic responses, the 

time history must 

be matched.

X X 


sroberts on PROD1PC70 with RULES
63602 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> 

Tolerances Flight conditions Test details 

FTD 

Level 

<< Information >> 

Test 

5 6 Notes 

No. Title 

2.b.3.b ... Short Term Response ±1.5° Pitch or ±2/sec. Pitch 

Rate. ±0.1 g Normal Acceleration.

Cruise or Climb. 

Augmentation 

On and Off.

Record results for 

at least two airspeeds.

X 

2.b.4 ...... Maneuvering Stability .. Longitudinal Control Position—±10% of change 

from trim or ±0.25 in. 

(6.3mm) or Longitudinal 

Control Forces—±0.5 lb. 

(0.223 daN) or ±10%.

Cruise or Climb. 

Augmentation 

On and Off.

Record results for 

at least two airspeeds. Record 

results for Approximately 30°–

45° bank angle. 

The force may 

be shown as a 

cross plot for irreversible systems. May be a 

series of snapshot tests.

X 

2.b.5 ...... Landing Gear Operating Times.±1 sec ................................... Takeoff (Retraction) Approach 

(Extension).

.......................... X X 

2.c. Lateral and Directional Handling Qualities. 

2.c.1 ...... Control Response .......

2.c.1.a ... Lateral ......................... Roll Rate—±10% or ±3°/sec. 

Roll Attitude Change—

±10% or ±3°.

Cruise Augmentation On and Off.Record results for 

at least two airspeeds, including 

the speed at or 

near the minimum power required airspeed. 

Record results 

for a step control 

input. The Offaxis response 

must show correct trend for unaugmented 

cases.

X X 

2.c.1.b ... (b) Directional .............. Yaw Rate—±10% or ±2°/sec. 

Yaw Attitude Change—

±10% or ±2°.

Cruise Augmentation On and Off.Record data for at 

least two Airspeeds, including 

the speed at or 

near the minimum power required airspeed 

Record results 

for a step control 

input. The Offaxis response 

must show correct trend for unaugmented 

cases.

X X 


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TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

<<< QPS Requirements >>> 

Tolerances Flight conditions Test details 

FTD 

Level 

<< Information >> 

Test 

5 6 Notes 

No. Title 

2.c.2. ..... Directional Static Stability.Lateral Control Position—

±10% of change from trim 

or ±0.25 in. (6.3mm) or 

Lateral Control Force—

±0.5 lb. (0.223 daN) or 

10%. Roll Attitude—±1.5..

Directional Control Position—

±10% of change from trim 

or ±0.25 in. (6.3mm) or Directional Control Force—

±1 lb. (0.448 daN) or 10%..

Longitudinal Control Position—±10% of change 

from trim or ±0.25 in. 

(6.3mm).

Vertical Velocity—±100 fpm 

(0.50m/sec) or 10%.

1) Cruise; ..............

or 2) Climb (may 

use Descent instead of Climb if 

desired).

Augmentation On 

and Off..

Record results for 

at least two sideslip angles on either side of the 

trim point..

The force may be 

shown as a 

cross plot for irreversible systems..

May be a series of 

snapshot test..

X X This is a steady 

heading sideslip 

test. 

2.c.3. ..... Dynamic Lateral and 

Directional Stability.

............................................... .......................... ..........................

2.c.3.a. .. Lateral-Directional Oscillations.±0.5 sec. or ±10% of period. 

±10% of time to 1⁄2 or double amplitude or ±0.02 of 

damping ratio. ±20% or ±1 

sec of time difference between peaks of bank and 

sideslip.

Cruise or Climb. 

Augmentation 

On/Off.

Record results for 

at least two airspeeds..

The test must be 

initiated with a 

cyclic or a pedal 

doublet input. 

Record results 

for six full cycles 

(12 overshoots 

after input completed) or that 

sufficient to determine time to 

1⁄2 or double amplitude, whichever is less. For 

non-periodic response, the time 

history must be 

matched.

X X 

2.c.3.b. .. Spiral Stability ............. Correct Trend, ±2 bank or 

±10% in 20 sec.

Cruise or Climb. 

Augmentation 

On and Off.

Record the results 

of a release from 

pedal only or cyclic only turns. 

Results must be 

recorded from 

turns in both directions.

X X 

2.c.3.c. .. Adverse/Proverse Yaw Correct Trend, ±2 transient 

sideslip angle.

Cruise or Climb. 

Augmentation 

On and Off.

Record the time 

history of initial 

entry into cyclic 

only turns, using 

only a moderate 

rate for cyclic 

input. Results 

must be recorded for turns 

in both directions.

X X 

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 


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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 pitotstatic 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(Ad) 

on Figure 1 of this attachment is ±5 percent 

of the initial displacement amplitude, Ad, 

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 ±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(P0) ±10% of P0

T(P1) ±20% of P1

T(A) ±10% of A1, ±20% of Subsequent Peaks 

T(Ad) ±10% of Ad = Residual Band 

Overshoots ±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(Pn) ±10%(n+1)% of Pn, where ‘‘n’’ is the 

next in sequence. 

End Information 

✖ lllllllllllllllllll

BILLING CODE 491073–P 


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BILLING CODE 491073–C 

Attachment 3 to Appendix D to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation 

1. Discussion 

lllllllllllllllllllll

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. 


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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 

lllllllllllllllllllll

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. 


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TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

<<< QPS Requirements >>> 

No. Operations tasks 

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. 


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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. 

TABLE D3B—TABLE OF FUNCTIONS

AND SUBJECTIVE TESTS—Continued 

Level 5 FTD 

<<< QPS Requirements >>> 

Item No. Operations tasks 

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. 

TABLE D3C.—TABLE OF FUNCTIONS

AND SUBJECTIVE TESTS—Continued 

Level 4 FTD 

<<< QPS Requirements >>> 

Item 

number Operations tasks 

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 

BILLING CODE 491073–P 


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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 

lllllllllllllllllllll

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 


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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 ongoing periodic assessments; 

(2) The NSPM-conducted initial and ongoing 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 

lllllllllllllllllllll

Begin QPS Requirements 

TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM

Number QPS requirement Information 

(Reference) 

E1.1. ............ A QMS manual that sets out the policies, processes, and/or procedures outlined in this table. .. § 60.5(a). 

E1.2. ............ A policy, process, and/or procedure specifying how the sponsor will identify deficiencies in the 

QMS. 

§ 60.5(b). 

E1.3. ............ A policy, process, and/or procedure specifying how the sponsor will document how the QMS 

program will be changed to address deficiencies when found. 

§ 60.5(b). 

E1.4. ............ A policy, process, and/or 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. 

§ 60.5(c). 

E1.5. ............ 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. 

§ 60.7(b)(5). 

E1.6. ............ 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. 

§ 60.7(b)(6). 

E1.7. ............ 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. 

§ 60.5(b)(7) and § 60.7(d)(2). 

E1.8. ............ 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. 

§ 60.9(b)(1). 

E1.9. ............ A policy, process, and/or procedure specifying how and where the FSTDStatement of Qualification will be posted, or accessed by an appropriate terminal or display, in or adjacent to 

the FSTD. 

§ 60.9(b)(2). 

E1.10. .......... A policy, process, and/or procedure specifying how the sponsor’s management representative 

(MR) is selected and identified by name to the NSPM. 

§ 60.9(c) and appendix E, paragraph(d). 

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 established, implemented, and maintained by overseeing 

the QMS policies, practices, and/or procedures and by and modifying when and where necessary. 

§ 60.9(c)(2), (3), and (4). 

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. 


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TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM—Continued 

Number QPS requirement Information 

(Reference) 

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 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 crewmember training, evaluation, or for meeting experience requirements of this chapter; 

§ 60.13; QPS appendices A, B, 

C, and D. 

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 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. 

§ 60.14. 

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 qualities of the FSTD represents those of the aircraft or set 

of aircraft within the normal operating envelope; 

§ 60.15(a)–(d); § 60.15(b); 

§ 60.15(b)(i); § 60.15(b)(ii); 

§ 60.15(b)(iii). 

E1.14.b. ....... The FSTD systems and sub-systems(including the simulated aircraft systems) functionally 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 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. § 60.15(e). 

E1.16. .......... 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. 

§ 60.15(h). 

E1.17. .......... A policy, process, and/or procedure specifying how the sponsor will make the MQTG available 

to the NSPM upon request. 

§ 60.15(i). 

E1.18. .......... A policy, process, and/or procedure specifying how the sponsor will and apply to the NSPM for 

additional qualification(s) to the Statement of Qualification. 

§ 60.16(a); § 60.16(a)(1)(i); 

§ 60.16(a)(1)(ii). 

E1.19. .......... 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. 

§ 60.19(a)(1) QPS appendices 

A, B, C, or D. 

E1.20. .......... A policy, process, and/or procedure specifying how the sponsor completes and records a functional preflight check of the FSTD within the preceding 24 hours of FSTD use, including a 

description of the functional preflight. 

§ 60.19(a)(2) QPS appendices 

A, B, C, or D. 

E1.21. .......... 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. § 60.19(b)(2). 

E1.22. .......... 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. 

§ 60.19(b)(5)–(6). 

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 is entered and remains in the log until the discrepancy is 

corrected; and 

§ 60.19(c); § 60.19(c)(2)(i); 

§ 60.19(c)(2)(ii). 

E1.23.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. 

§ 60.19(c)(2)(iii). 

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 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. 

§ 60.20. 


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TABLE E1.—MINIMUM REQUIREMENTS FOR SATISFACTORY FSTD QUALITY MANAGEMENT SYSTEM—Continued 

Number QPS requirement Information 

(Reference) 

E1.26. .......... 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. 

§ 60.21(c). 

E1.27. .......... 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. 

§ 60.23(a)(1)–(2). 

E1.28. .......... 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. § 60.23(b). 

E1.29. .......... A policy, process, and/or procedure specifying how, if an FSTD change is determined to be a 

modification as defined in 14 CFR part 60, the sponsor will notify the NSPM and TPAA of 

their intent to use the modified FSTD and to ensure that the modified FSTD will not be used 

prior to: 

E1.29.a. ....... Twenty-one days since the sponsor notified the NSPM and the TPAA of the proposed modification and the sponsor has not received any response from either the NSPM or the TPAA; 

or 

§ 60.23(c)(1)(i),(ii), and (iv). 

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 of Qualification until such time as a permanent, updated 

statement is received from the NSPM and posted; 

§ 60.23(d)–(e). 

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 of MMI components in or adjacent to the FSTD; and § 60.25(b)–(c), and QPS 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 procedure specifying how the 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. 

§ 60.27(a)(3). 

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 thereto; § 60.31. 

E1.33.b. ....... A record of all FSTD modifications required by this part since the issuance of the original 

Statement of Qualification; 

E1.33.c. ....... Results of the qualification evaluations (initial and each upgrade) since the issuance of the 

original Statement of Qualification; 

E1.33.d. ....... Results of the objective tests conducted in accordance with this part for a period of 2 years; 

E1.33.e. ....... Results of the previous three continuing qualification evaluations, or the continuing qualification 

evaluations from the previous 2 years, whichever covers a longer period; 

E1.33.f. ........ Comments obtained in accordance with Section 60.9(b); 

E1.33.g. ....... A record of all discrepancies entered in the discrepancy log over the previous 2 years, 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 

lllllllllllllllllllll

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. 


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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) 

Element No. 

Basic (Part 60 required) elements Rating 

see element assessment table 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.


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TABLE E2.—INFORMATION SIMULATION QUALITY MANAGEMENT SYSTEM (SQMS) ASSESSMENT TOOL—INITIAL (DESK)—

Continued 

Element No. 

Basic (Part 60 required) elements Rating 

see element assessment table Comments 

Does the sponsor have . . . 

N P Y 

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: 


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TABLE E2.—INFORMATION SIMULATION QUALITY MANAGEMENT SYSTEM (SQMS) ASSESSMENT TOOL—INITIAL (DESK)—

Continued 

Element No. 

Basic (Part 60 required) elements Rating 

see element assessment table Comments 

Does the sponsor have . . . 

N P Y 

E.2.14.a ............................................. That the performance and handling qualities of the FSTD represents 

those of the aircraft or set of aircraft within the normal operating 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.


sroberts on PROD1PC70 with RULES
63626 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE E2.—INFORMATION SIMULATION QUALITY MANAGEMENT SYSTEM (SQMS) ASSESSMENT TOOL—INITIAL (DESK)—

Continued 

Element No. 

Basic (Part 60 required) elements Rating 

see element assessment table Comments 

Does the sponsor have . . . 

N P Y 

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.


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63627 

TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE 

Element 

number Basic (Part 60 Required) Elements 

Rating 

See Element 

Assessment 

Table 

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.


sroberts on PROD1PC70 with RULES
63628 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE—Continued 

Element 

number Basic (Part 60 Required) Elements 

Rating 

See Element 

Assessment 

Table 

Comments 

N P Y 

E.3.14. ....... A policy, process, and/or procedure specifying how the sponsor will submit to the NSPM a request 

to evaluate the FSTD for initial qualification at a specific level and simultaneously request the 

TPAA forward a concurring letter to the NSPM; including how the MR will use qualified 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.


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63629 

TABLE E.3.—INFORMATION (SQMS) ASSESSMENT TOOL—ON-SITE—Continued 

Element 

number Basic (Part 60 Required) Elements 

Rating 

See Element 

Assessment 

Table 

Comments 

N P Y 

E.3.30. ....... A policy, process, and/or procedure specifying how, after a FSTD modification is approved by the 

NSPM, the sponsor will: 

E.3.30.a. .... Post an addendum to the Statement of Qualification until such time as a permanent, updated 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) 

Element 

number 

EXPANDED (voluntary) elements Rating 

see element assessment table Comments 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. 


sroberts on PROD1PC70 with RULES
63630 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE E.4.—INFORMATION SQMS ASSESSMENT TOOL—INITIAL (DESK)—Continued 

Element 

number 

EXPANDED (voluntary) elements Rating 

see element assessment table Comments Does the sponsor have . . . 

N P Y 

V.4.4.b. .. Include the ultimate objective of providing the continuous presentation of a qualified FSTD, or FSTDs, 

for credible flight training, evaluation and/or meeting experience requirements. 

V.4.4.c. .. Are measurable and consistent with the Quality Policy. 

MANAGEMENT COMMITMENT: 

V.4.5. ..... A policy, process, and/or procedure that specifies how management will: 

V.4.5.a. .. Ensure that the quality policy is communicated and understood at appropriate levels of the 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 sponsorprovided 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: 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 63631 

TABLE E.4.—INFORMATION SQMS ASSESSMENT TOOL—INITIAL (DESK)—Continued 

Element 

number 

EXPANDED (voluntary) elements Rating 

see element assessment table Comments Does the sponsor have . . . 

N P Y 

V.4.10.a. Scheduling and tracking inspection, testing, engineering and normal and preventative maintenance on 

FSTDs to verify that the specified qualification requirements for the FSTD are met. 

V.4.10.b. A policy, process, and/or procedure specifying how the sponsor will determine FSTD training, 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 

Element number EXPANDED (Voluntary) Elements 

Rating—

See Element 

Assessment 

Table 

Comments 

(Designate 

N/A 

N P Y Elements) 

There is evidence that the element is: 

(4) (1) Being utilized/applied as is appropriate/necessary; 


sroberts on PROD1PC70 with RULES
63632 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

TABLE E.5.—INFORMATION—SQMS ASSESSMENT TOOL—ON-SITE—Continued 

Element number EXPANDED (Voluntary) Elements 

Rating—

See Element 

Assessment 

Table 

Comments 

(Designate 

N/A 

N P Y Elements) 

(4) (2) Being utilized/applied as stated/specified/defined in the QMS; 

(4) (3) Achieving/producing effective results. 

QUALITY MANAGEMENT SYSTEM MANUAL: 

V.5.1. ............................................. Quality Management System Manual containscurrent: 

V.5.1.a. .......................................... Responsibilities Matrix, or the equivalent, designating responsibility by 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.


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TABLE E.5.—INFORMATION—SQMS ASSESSMENT TOOL—ON-SITE—Continued 

Element number EXPANDED (Voluntary) Elements 

Rating—

See Element 

Assessment 

Table 

Comments 

(Designate 

N/A 

N P Y Elements) 

V.5.7.e. .......................................... Suitably identifying and designating obsolete documents if they are retained 

for any purpose.

V.5.7.f. ........................................... Preventing unintended use of obsolete documents.

V.5.7.g. .......................................... Identifying and controlling distribution/accessibility of documents of external 

origin.

V.5.7.h. .......................................... Adequately protecting and storing/archiving records/documents.

V.5.8. ............................................. Documents/records have been retained for two years, in plain language form 

or in coded form, as follows: 

V.5.8.a. .......................................... Training time lost due to FSTD discrepancies.

V.5.8.b. .......................................... Two most recent NSPM assessments.

V.5.8.c. ........................................... Two most recent Sponsor assessments.

V.5.8.d. .......................................... SQMS Corrective Action records and/or Managed Change documentation 

(Including change pertaining to assessment findings).

V.5.8.e. .......................................... Documented Management Resource Planning output and review.

ASSIGNMENT of PERSONNEL/TRAINING 

V.5.9. ............................................. Stated SQMS method(s) for: 

V.5.9.a. .......................................... Assignment of personnel to perform inspection, testing, engineering and 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.


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TABLE E.5.—INFORMATION—SQMS ASSESSMENT TOOL—ON-SITE—Continued 

Element number EXPANDED (Voluntary) Elements 

Rating—

See Element 

Assessment 

Table 

Comments 

(Designate 

N/A 

N P Y Elements) 

V.5.14.c. ......................................... Adequate assessment scope.

V.5.14.d. ........................................ Assessment methodology and recording.

V.5.14.e. ........................................ Personnel, other than those who control/perform the activity, process, 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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BILLING CODE 4910–73–C 

Appendix F to Part 60—Definitions and 

Abbreviations for Flight Simulation 

Training Devices 

lllllllllllllllllllll

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 

lllllllllllllllllllll

lllllllllllllllllllll

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 


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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 ±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 


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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/m2 candela/meter2, 3.4263 candela/m2 = 

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/m2. 

g Acceleration due to Gravity (meters or 

feet/sec2); 1 g = 9.81 m/sec2 or 32.2 feet/ 

sec2. 

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. 

V1 Decision speed. 

V2 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. 

VR Rotate Speed. 

Vs Stall Speed or minimum speed in the 

stall. 

WAT Weight, Altitude, Temperature. 

End QPS Requirements 

PART 121—OPERATING 

REQUIREMENTS: DOMESTIC, FLAG, 

AND SUPPLEMENTAL OPERATIONS 

■ 7. The authority citation for part 121 

continues to read as follows: 


sroberts on PROD1PC70 with RULES
63640 Federal Register / Vol. 71, No. 209 / Monday, October 30, 2006 / Rules and Regulations 

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. 

■ 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 

§ 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 reestablishing 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 (§ 121.439). 

2. Night takeoffs and landings (Part 121, 

Appendix E). 

3. Landings in a proficiency check without 

the landing on the line requirements 

(§ 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 § 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 § 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 § 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 

§ 61.153(g) of this chapter. The line check 

required by § 121.440, the static airplane 

requirements of appendix E of this part, and 

the operating experience requirements of 

§ 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 


sroberts on PROD1PC70 with RULES