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[Federal Register Volume 72, Number 203 (Monday, October 22, 2007)]
[Proposed Rules]
[Pages 59600-59903]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 07-4884]

Federal Register / Vol. 72, No. 203 / Monday, October 22, 2007 / 
Proposed Rules

[[Page 59600]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 60

[Docket No. FAA-2002-12461; Notice No. 07-14]
RIN 2120-AJ12

Flight Simulation Training Device Initial and Continuing 
Qualification and Use

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of Proposed Rulemaking (NPRM).

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SUMMARY: The FAA proposes to amend the Qualification Performance 
Standards (QPS) for flight simulation training devices (FSTD) and add a 
new level of simulation for helicopter flight training devices (FTD). 
The FAA proposes to codify existing practice by requiring all existing 
FSTD visual scenes that are beyond the number required for 
qualification to meet specified requirements. The proposal also 
reorganizes certain sections of the QPS appendices and provides 
additional information on validation tests, established parameters for 
tolerances, acceptable data formats, and the use of alternative data 
sources. The proposed changes would ensure that the training and 
testing environment is accurate and realistic, would codify existing 
practice, and would provide greater harmonization with the 
international standards document for simulation. None of these proposed 
technical requirements would apply to simulators qualified before May 
30, 2008, except for the proposal to codify existing practice regarding 
certain visual scene requirements. The over-all impact of this proposal 
would result in minimal to no cost increases for manufacturers and 
sponsors.

DATES: Send your comments on or before December 21, 2007.

ADDRESSES: You may send comments identified by Docket Number FAA-2002-
12461 using any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov and follow the online instructions for sending your 
comments electronically.
     Mail: Send comments to the Docket Management Facility; 
U.S. Department of Transportation, 1200 New Jersey Avenue, SE., West 
Building Ground Floor, Room W12-140, Washington, DC 20590-0001.
     Hand Delivery or Courier: Bring comments to the Docket 
Management Facility in Room W12-140 of the West Building Ground Floor 
at 1200 New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 
p.m., Monday through Friday, except Federal holidays.
     Fax: Fax comments to the Docket Management Facility at 
202-493-2251.
    Privacy Act: We will post all comments we receive, without change, 
to http://www.regulations.gov, including any personal information you 
provide. 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 (65 FR 19477-78) or you may visit http://DocketInfo.dot.gov.
    Docket: To read background documents or comments received, go to 
http://www.regulations.gov at any time and follow the online 
instructions for accessing the docket. Or, go to the Docket Management 
Facility in Room W12-140 of the West Building Ground Floor at 1200 New 
Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m., Monday 
through Friday, except Federal holidays.

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

SUPPLEMENTARY INFORMATION: Part 60 was originally added to Title 14 of 
the Code of Federal Regulations on October 30, 2006, with an effective 
date of October 30, 2007. In a document published in the Rules and 
Regulations section of this issue of the Federal Register, the 
effective date was delayed until May 30, 2008. This proposed rule would 
change the appendices of Part 60 originally published on October 30, 
2006.
    Later in this preamble under the Additional Information section, we 
discuss how you can comment on this proposal and how we will handle 
your comments. Included in this discussion is related information about 
the docket, privacy, and the handling of proprietary or confidential 
business information. We also discuss how you can get a copy of this 
proposal and related rulemaking documents.

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.

Table of Contents

I. Summary of the Proposal
II. Qualification Performance Standards (QPS) Amendment Process
III. Background
    A. Current Qualification Requirements
    B. Harmonization with International Standards
    C. Compliance
IV. The Proposal
    A. Visual Scenes and Airport Models; Class I, Class II, and 
Class III Airports; and the FSTD Directive for Class II Visual 
Scenes and Airport Models
    B. New Requirements for Objective Testing Standards
    C. New Requirements for Motion Systems for Full Flight 
Simulators and Level 7 Helicopter Flight Training Devices
    D. New Requirements for Visual Systems for Level C and D Full 
Flight Simulators
    E. New Requirements for Sound Systems for Level D Simulators
    F. New Requirements for Subjective Testing Standards for Visual 
Scenes and Airport Models
    G. New Level 7 Helicopter FSTD Requirements
    H. Quality Management Systems
    I. New Information on Operation and Testing Requirements for 
FSTDs
V. Regulatory Notices and Analyses

I. Summary of the Proposal

    The primary purpose of this NPRM is to ensure that the training and 
testing environment is accurate and realistic and provide greater 
harmonization with the international standards document for simulation. 
The proposed requirements are expected to reduce expenses and workload 
for simulator sponsors by avoiding conflicting compliance standards. 
These modifications incorporate technological advances in, encourage 
innovation of, and standardize the initial and continuing qualification 
requirements for FSTDs that are consistent with the requirements 
recently established by the international flight simulation community.
    The secondary purpose of this rulemaking project is to reorganize, 
simplify, and improve the readability of the QPS appendices. This 
proposal also clarifies and codifies certain standards presently 
contained in advisory circulars. In addition, the FAA proposes to amend 
the Qualification Performance

[[Page 59601]]

Standards (QPS) for flight simulation training devices (FSTD) and add a 
new level of simulation for helicopter flight training devices (FTD).
    The FAA is proposing the following improvements to its FSTD 
qualification requirements:
     Provide a listing of the tasks for which a simulator may 
be qualified.
     Require the collection of objective test data during 
currently required aircraft certification testing for specific FSTD 
functions, including: Idle and emergency descents, and pitch trim rates 
for use in airplane simulators; engine inoperative rejected takeoffs 
for use in helicopter simulators; and takeoffs, hover, vertical climbs, 
and normal landings for use in helicopter flight training devices.
     Provide in the QPS additional information for sponsors on 
the testing requirements for FSTDs, including the use of alternative 
data sources when complete flight test data are not available or lesser 
technically complex levels of simulation are being developed.
     Clarify and standardize existing requirements for motion, 
visual, and sound systems, including subjective buffeting motions, 
visual scene content, and sound replication.
     By FSTD Directive require each Class II visual scene or 
airport model available in any FFS, regardless of the original 
qualification date, to meet the requirements described in Table A3C 
(Appendix A, Attachment 3) or Table C3C (Appendix C, Attachment 3), as 
appropriate.
     Clarify existing Quality Management System (QMS) 
requirements by removing non-regulatory information.
    Except for the FSTD Directive, manufacturers and sponsors would not 
be required to incorporate any of the changes listed above for existing 
FSTDs. The appendices and attachments to part 60 affected by this 
proposal would only apply to FSTDs that come into service after part 60 
is effective (currently May 30, 2008). The proposed changes to the QMS 
program would eliminate potentially confusing information that 
addresses the voluntary portions of a QMS program. The FAA anticipates 
that this proposal would result in minimal to no cost increases for 
manufacturers and sponsors.

II. Qualification Performance Standards (QPS) Amendment Process

    The part 60 Final Rule contains six QPS appendices: Appendix A--
Airplane Full Flight Simulators; Appendix B--Airplane Flight Training 
Devices; Appendix C--Helicopter Full Flight Simulators; Appendix D--
Helicopter Flight Training Devices; Appendix E--Quality Management 
Systems for Flight Simulation Training Devices; and Appendix F--
Definitions and Abbreviations for Flight Simulation Training Devices.
    The QPS amendment process is faster than the traditional rulemaking 
process. It is designed to allow modifications to be implemented in a 
substantially shortened timeframe. In the part 60 Final Rule published 
October 30, 2006, (71 FR 63392), the FAA explained that the ``fast 
track'' QPS amendment process would be used to incorporate technical 
changes to flight simulation standards. The FAA anticipated QPS 
amendments based on several factors such as analysis of incident and 
accident data or changes in aircraft or simulation technology. Changes 
to the QPS documents are published in the Federal Register as an NPRM 
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.
    Although proposed QPS amendments are published in the Federal 
Register for public comment, the authority for final review and 
issuance of the NPRM has been delegated from the Administrator to the 
Director of Flight Standards Service. The delegation of authority 
facilitates timely implementation of improved technological advances. 
This delegation of authority is exercised in conjunction with the 
Office of the Chief Counsel. If at any time during the amendment 
process the Administrator, Chief Counsel, or the Director of Flight 
Standards Service determines that a proposed amendment is not 
appropriate for the streamlined process, the rulemaking project would 
proceed in accordance with the agency's normal rulemaking procedures.

III. Background

A. Current Qualification Requirements

    The FAA issued Part 60 to promote standardization and 
accountability for FSTD maintenance, qualification, and evaluation. The 
regulation codified the standards contained in advisory circulars and 
implemented the QPS format. The QPS appendices allow regulatory 
requirements and information to be presented in one location. This 
promotes ease of use and greater insight about the FAA's intent behind 
the regulation and the required and approved methods of compliance.

B. Harmonization With International Standards

    During the development of the part 60 Final Rule, the international 
community also began updating flight simulation standards.\1\ However, 
many of the changes recommended by the international community were 
beyond the scope of the part 60 NPRM and could not be included in the 
final rule. Rather than delay its efforts or issue a supplemental 
notice of proposed rulemaking, the FAA determined that the fastest 
approach would be to publish the part 60 Final Rule, delay the 
effective date, and amend the technical requirements under the 
expedited QPS amendment process. This approach avoided increased 
expenses, greater workload, and conflicting compliance requirements for 
sponsors who would be required to comply with part 60.
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    \1\ The international community began releasing its 
recommendations with the publication of the International Civil 
Aviation Organization's Manual of Criteria for the Qualification of 
Flight Simulators (Document 9625) in 1994. The Joint Aviation 
Authorities of Europe issued JAA-STD-1A (Synthetic Training Device--
document for airplane flight simulators) in 1998, followed by 
updates in 1999, 2001, and 2003. The first ICAO update of Document 
9625 was in January of 2004 and the most recent consideration for 
update is the release of JAR-FSTD-A and JAR-FSTD-H documents in the 
late spring of 2005 for European national regulatory authorities to 
begin their review and consideration.
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    The majority of the proposed additions to the QPS provide 
information to the sponsors on objective tests. The information 
included explains why the tests are necessary, how to stage the 
simulator, and how to arrange other equipment to conduct the tests 
efficiently and produce optimum results. This information would be 
beneficial for simulator manufacturers and users.
    The proposal clarifies and codifies the standards for motion, and 
visual and sound systems. The proposal also permits a new higher level 
of simulation for helicopter FTDs. The proposal adds 2 tables of 
material for operations tasks and system tasks, which are used as a 
reference when developing the statement of qualification for the FSTD. 
The proposal also includes a set of tables describing visual scene and 
airport model requirements for FSTD qualification.
    Some of the proposed changes are marginally more stringent than the 
requirements in the October 30, 2006,

[[Page 59602]]

Final Rule. For example, a simulator qualified at Level C or Level D 
after May 30, 2008, would have the field of view and system capacity 
requirements for the visual system increased by 20 percent over the 
present requirement. The proposed requirements are consistent with 
international standards, which simulator manufacturers are currently 
following. This change improves the quality of simulation necessary to 
train and evaluate flight crewmembers. Other proposed changes are more 
flexible than the requirements prescribed in the October 30, 2006, 
Final Rule. For example, the tolerance for displacement in the control 
system ``freeplay'' test in helicopter simulators was increased from 
0.10 inches to 0.15 inches, allowing additional space to adapt aircraft 
and non-aircraft hardware for use in the simulator.\2\ This change was 
based on the FAA's belief that a 0.10 inch tolerance would create an 
undue hardship on sponsors because it would require constant adjustment 
of the controls to maintain the close tolerance. The change from 0.10 
inches to 0.15 inches is large enough to minimize the hardship on 
sponsors, and small enough to continue providing pilots with an 
accurate controller feel.
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    \2\ See Appendix C of this part, Table C2A, item 2.a.6.
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    Other than this change to the visual scene requirement, the 
requirements of this proposal would not apply to current simulators. In 
all instances the overall costs applicable to new simulators are 
minimal to none. The most expensive change being proposed is the 
increase in horizontal field of view for some visual system 
applications.

C. Compliance

    With the exception of QMS requirements and any FSTD Directives, 
simulators qualified prior to May 30, 2008, are not required to meet 
QPS requirements as long as the simulator continues to meet the 
requirements contained in the Master Qualification Test Guide that was 
developed when the simulator was originally qualified.

IV. The Proposal

A. Visual Scenes and Airport Models; Class I, Class II, and Class III 
Airports; and the FSTD Directive for Class II Visual Scenes and Airport 
Models

    Current part 60 contains requirements for the number of visual 
scenes or airport models that must be included for full flight 
simulator (FFS) qualification and a description of what the visual 
scenes or airport models must contain. Included in this proposal is a 
codification of existing practice for visual scene quality, 
environmental effects, visual feature recognition, and scene control 
and management capability. Also included is the codification of 
existing practice for updating visual scenes and airport visual models, 
including the identification of other aspects of the airport 
environment that would have to correspond with the visual scene or 
model.
    The proposal establishes the requirements for Class I, Class II, 
and Class III visual scenes and airport models already covered by ACs 
issued by the FAA. For circling approaches, all of the proposed 
requirements would apply to the runway used for the initial approach 
and to the runway of intended landing. Additional proposed requirements 
include an accurate visual relationship between the scenes or airport 
models and other aspects of the airport environment, an accurate visual 
relationship of the aircraft and associated equipment, scene quality 
assessment features, and control of these scenes or models that the 
instructor is able to exercise. The FAA believes these requirements are 
necessary to ensure realistic and accurate depiction of airports and 
visual scenes incorporated in simulators for FAA-approved training 
programs.
    Additional visual scenes or airport models beyond those necessary 
for simulator qualification may be used for various training program 
applications, including Line Oriented Flight Training, and are 
important for flight training and testing. Historically, these 
additional visual scenes or airport models were not routinely evaluated 
or required to meet any standardized criteria. This led to qualified 
simulators containing visual scenes or airport models that may have 
been incorrect or may have contained inappropriate visual references. 
To prevent this from occurring in the future, the FAA proposes to issue 
FSTD Directive (FD) Number 1. All FDs issued would be found in the FSTD 
Directive Attachments: Appendix A, Attachment 6; Appendix B, Attachment 
5, Appendix C, Attachment 5, and Appendix D, Attachment 5. FD Number 1 
is not contained in Appendix B or in Appendix D because no existing 
level of FSTD in Appendix B or Appendix D requires a visual system. 
Proposed FD Number 1 would require each simulator sponsor to verify 
that each Class II visual scene or airport model available in the FFS, 
regardless of the original qualification basis and regardless of the 
initial qualification date, meets the requirements in 14 CFR part 60, 
Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, Table 
C3C, as applicable. FD Number 1 would apply to all FSTDs with visual 
systems containing visual scenes or airport models used as part of an 
FAA-approved curriculum that are available for use and are beyond the 
minimum number of required visual scenes or airport models required for 
qualification at the stated level. This FSTD Directive would not 
require visual scenes or airport models to contain details beyond the 
design capability of the existing qualified visual system. The 
availability of the scene or model in the FFS would serve as the 
sponsor's verification that the requirements were met. Therefore, a 
reporting requirement for these scenes or models would not be 
necessary. Currently, visual scenes and airport models available in any 
FFS that would be classified as Class II are likely to already meet the 
requirements being proposed. Additionally, each visual scene or airport 
model classified as Class II would be beyond the number of visual 
scenes or airport models required for qualification. In the event any 
Class II visual scene or airport model is found by the sponsor to be 
deficient in some way, the sponsor could remove that scene or model 
from the FFS library without jeopardizing the qualification status of 
the FFS. Alternately, the sponsor, at his or her option, may elect to 
bring the deficient aspect into compliance and retain the availability 
of that scene or model. Each sponsor has a full year to review each FFS 
during normal training, checking, or testing activities and determine 
the preferred course of action. For these reasons, the FAA has 
determined that in a few cases the cost for complying with this 
proposal would be minimal and in many cases there would be no cost to 
the sponsor.
    In addition to the proposed requirements for Class II visual scenes 
and models, the FAA also proposes to allow the continuation of the use 
of visual scenes or airport models that have been approved by the 
Training Program Approval Authority (TPAA) for specific purposes. 
Examples of approved activities include specific airport or runway 
qualification, very low visibility operations training, including 
Surface Movement Guidance System (SMGS) operations, or use of a 
specific airport visual model aligned with an instrument procedure for 
another airport for instrument training. At the end of the interim 
period, all Class III visual scenes and airport models must be 
classified as either a Class I or a Class II visual scene or airport 
model or be removed from availability at the simulator Instructor

[[Page 59603]]

Operating Stations (IOS). Class III visual scenes and airport models 
may continue to be used after the end of the interim period if they are 
part of a training program specifically approved by the TPAA or other 
regulatory authority that uses a task and capability analysis as the 
basis for approval of this specific media element, (i.e., the specific 
scene or model selected for use in that program). Because any visual 
scene or airport model that may be classified as Class III is likely to 
already have some form of a task and capability analysis completed and 
is already specifically approved by the TPAA, the FAA has determined 
that in many cases there would be no cost for complying with this 
proposal. However, if a task and capability analysis is required or if 
modification to the visual scene is necessary, then the cost would be 
minimal.

B. New Requirements for Objective Testing Standards

    The FAA proposes to revise the objective testing requirements for 
certain simulation performance areas. These revisions are necessary to 
clarify the instructions and requirements for certain tests contained 
in the final rule. In addition to changing the requirements for certain 
tests, the FAA also proposes several new tests that were not included 
in the final rule. The revised tests impact the following simulation 
performance areas:
    1. Idle and emergency descents for airplane simulators.
    2. Pitch trim rates for airplane simulators.
    3. Landing test requirements: autopilot landings and ground effect 
demonstration for airplane simulators.
    4. Takeoffs, hover, vertical climbs, and normal landings in 
helicopter flight training devices.
    5. Spiral stability tests for both airplane and helicopter 
simulators.
    6. Engine inoperative rejected takeoffs for helicopter simulators.
    7. Motion System tests for airplane and helicopter simulators and 
for helicopter flight training devices.
    8. Visual System tests for airplane and helicopter simulators and 
for helicopter flight training devices.
    9. Sound System tests for airplane and helicopter simulators.
    An example of a revised requirement is the spiral stability test 
for airplane and helicopter simulators. Under the proposal, an 
additional parameter must be measured to achieve the required results. 
For airplanes, the spiral stability test must be conducted in an 
additional flight configuration (approach or landing) instead of being 
conducted in cruise configuration only. For helicopters, the final rule 
required the helicopter to maintain the correct trend during the spiral 
stability test, whereas this proposal would require the helicopter to 
meet a specific roll or bank angle during the test. These additional 
parameters provide a more complete and accurate evaluation of the 
simulator, and ensure better replication of aircraft performance. The 
data that would be used to validate simulator performance and handling 
in these areas is obtained from lateral-directional stability tests 
conducted during normal aircraft certification flight testing. The data 
for these additional parameters are either regularly available or can 
be made available simply by activating the recording equipment when the 
test is begun.
    Another example of the revised requirements is the inclusion of an 
alternative method for validating control dynamics for the pitch, roll, 
and yaw control tests for airplane simulators.\3\ The alternative 
method would not change the requirements that the simulator must meet 
for qualification, but would allow the validation tests for control 
dynamics to be conducted on the ground rather than in-flight. The FAA 
believes this change would provide an equivalent level of safety, while 
conserving resources and providing greater flexibility for 
manufacturers and sponsors.
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    \3\ See Appendix A of this part, Attachment 2, para. 4.
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    These proposed requirements affect only those FSTDs that will be 
coming into service after May 30, 2008, and some proposed changes may 
be marginally more stringent than the requirements in the October 30, 
2006, Final Rule, while some are less stringent. Where the proposed 
requirements are marginally more stringent than the current 
requirements the cost would be minimal.

C. New Requirements for Motion Systems for Full Flight Simulators and 
Level 7 Helicopter Flight Training Devices

    This proposal adds tables describing the motion vibration that must 
be displayed by the FSTD. The FAA proposes on-set motion cueing 
capability for airplane and helicopter FFSs and Level 7 helicopter 
FTDs. For the FFSs, the proposal includes a requirement that the motion 
cueing must be provided by a platform motion system. For the Level 7 
helicopter FTDs, the proposal would allow a method other than a 
platform motion system to be used, such as the use of a large, bass 
speaker located beneath the pilot's seat with sufficient response to 
provide vibration cues to the pilot. The proposal also eliminates 
certain requirements for ranges and rates of motion system response for 
helicopter simulators. However, the proposal would require additional 
tests that capture the motion system ``signature.'' The signature is a 
simultaneous recording of motion system responses captured while 
conducting required objective tests. The signature is recorded and may 
be compared to signatures captured in subsequent evaluations to 
determine if any differences exist. Any differences would be corrected 
to return the motion system back to its original system operation. 
Signature testing would apply to airplane and helicopter simulators.
    The October 30, 2006, Final Rule does not contain motion system 
testing requirements for airplane flight simulators. However, current 
practice (under the Advisory Circular) includes motion system testing 
that consists of ``frequency response,'' ``leg balance,'' and ``turn 
around check.'' This proposal codifies that current practice and adds 
the motion system benchmarking of a ``motion cueing performance 
signature'' and ``characteristic motion vibrations,'' both of which are 
also proposed for helicopter simulators. Motion cueing performance 
signature and characteristic motion vibrations for airplane flight 
simulators and helicopter simulators are already recorded during the 
conduct of other required objective and subjective testing for these 
simulators, thereby eliminating any cost.
    The proposal also requires the recording of motion cueing 
performance signature and characteristic motion vibrations for 
simulators and Level 7 helicopter FTDs. The proposal only requires that 
the motion cueing performance signature and the characteristic motion 
vibrations be recorded while currently required tests are being 
conducted. The motion cueing performance signature is the motion system 
response recorded during certain objective tests. The characteristic 
motion vibrations are the motion system response recorded during 
certain subjective tests.
    These proposed requirements would provide for more comprehensive 
simulator assessments. The additional cost for implementation would be 
either negligible or no cost. These requirements would also harmonize 
with the international standards document.

[[Page 59604]]

D. New Requirements for Visual Systems for Level C and D Full Flight 
Simulators

    The FAA proposes technical changes for visual systems on Level C 
and Level D simulators. For example, the FAA proposes that the surface 
resolution of objects in the visual scene must be able to be visually 
``resolved'' at 2 arc minutes rather than 3 arc minutes. Also, the 
horizontal field of view requirements would be increased from 150[deg] 
to 180[deg]. The FAA believes these requirements would provide better 
training to pilots by improving visual cues and better replicating the 
outside views. These changes would also be consistent with the current 
international standards. The requirements of this proposal would not 
apply to current simulators and the overall costs applicable to new 
simulators are minimal to none.

E. New Requirements for Sound Systems for Level D Simulators

    The FAA proposes new sound testing requirements for new Level D 
simulators. These requirements would specify basic and special case 
sound tests, and would be consistent with existing FAA advisory 
material, FAA regulations, and the standards developed by the 
international simulation working group. The proposal contains a 
standardized list of sounds that would be recorded and compared during 
initial and subsequent qualification evaluations. All new level D 
simulators would be tested for frequency response and background noise. 
There would also be specific tests based on whether the simulator is 
replicating a jet powered aircraft or a propeller powered aircraft. 
These tests would ensure accuracy in the overall sound quality of the 
device. This proposal codifies existing practice of measuring sounds 
and will result in no additional cost to the sponsor. These changes 
would also be consistent with the current international standards. The 
FAA has always required Level D simulators to have sounds recorded. 
These sounds are then measured and compared between the aircraft and 
the simulator and adjusted until they match to within stated 
tolerances. However, under current requirements there are 
inconsistencies with what sounds are to be recorded and what tolerances 
should be applied. The proposal specifies the portions of the flight 
envelope that must be recorded, therefore eliminating the previous 
inconsistencies.

F. New Requirements for Subjective Testing Standards for Visual Scenes 
and Airport Models

    The proposed requirements for visual scene and airport models for 
FFSs would codify existing advisory material, and include the 
following:
    1. Scene content--1 airport scene required for Level A and B; 3 
airport scenes required for Level C and D. The scenes must contain 
specific details, both on-airport and off-airport.
    2. Visual scene management.
    3. Visual scene recognition.
    4. Airport model content.
    5. Surrounding visual features consistent with the airport 
environment.
    6. The quality of visual scene, including correct color and 
realistic textural cues.
    7. Instructor control of environment, airport selection, and 
lighting.
    These requirements would be necessary to ensure a training 
environment that provides accurate simulation and allows pilots to 
practice skills using visual scenes and models encountered in actual 
operations. These requirements would be particularly helpful for pilots 
with lower flight experience levels.
    In addition to codifying standards for the required visual scenes 
and airport models, the FAA also proposes requirements for visual 
scenes and airport models that are included in the device by the 
sponsor, but are not required for the qualification level. In the past, 
there were no established standards for optional scenes or airport 
models that a sponsor may have incorporated in an FSTD. This created 
inconsistencies in approval methods and in the training credits issued 
for tasks completed in a device that had capability beyond what was 
required for the stated qualification level. By establishing minimum 
requirements for these optional scenes and models, the FAA would be 
requiring the sponsor of each FSTD to meet at least the minimum 
content, and the device may be eligible for additional training credits 
for pilots.
    The visual scenes and airport models currently available in any FFS 
that would be classified as Class II are beyond the number of visual 
scenes or airport models required for qualification and are likely to 
already meet the requirements being proposed. As previously described, 
in the event any Class II visual scene or airport model is found by the 
sponsor to be deficient in some way, the sponsor could remove that 
scene or model from the FFS library without jeopardizing the 
qualification status of the FFS. However, the sponsor, at his option, 
may elect to bring the deficient aspect into compliance and retain the 
availability of that scene or model. Each sponsor has a full year to 
review each FFS during normal training, checking, or testing activities 
and determine the preferred course of action. For these reasons, the 
FAA has determined that in a few cases the cost for complying with this 
proposal would be minimal and in many cases there would be no cost to 
the sponsor.

G. New Level 7 Helicopter FSTD Requirements

    The FAA is proposing a Level 7 Helicopter FTD QPS. There are 
currently no Level 7 helicopter FTDs. The standards proposed for this 
device would insure the quality of simulation necessary for the 
training and evaluation of flight crewmembers. The Level 7 FTD QPS 
would contain specific requirements for visual and motion systems. For 
example, the device would have to provide a visual system with a field 
of view of 150[deg] x 40[deg] for both pilots simultaneously and a 
motion cueing system that may consist of a platform motion system, a 
seat shaker system, or a strategically located bass speaker of 
sufficient response to provide an indication of rotor vibration and 
vibration changes with changes in RPM or collective input. The Level 7 
device would expand the training capability for helicopter students. 
Because the Level 7 FTD is a new voluntary training option and would 
not be required for compliance with any training, testing or checking 
requirements, the proposal would not impose any additional cost on 
sponsors or manufacturers.

H. Quality Management Systems

    The October 30, 2006, Final Rule established a Quality Management 
System (QMS) for FSTDs. The QMS is divided into two separate 
categories--a mandatory program and a voluntary program. This proposal 
would remove the details regarding the voluntary program from Appendix 
E. The proposal also clarifies the obligation of sponsors to be 
consistent in their conduct of internal assessments and clarifies the 
potential for increase in internal audit intervals.
    Under the proposal, the National Simulator Program Manager (NSPM) 
would conduct continuing qualification evaluations of each FSTD every 
12 months unless the NSPM becomes aware of discrepancies or performance 
problems with the device that warrants more frequent evaluations. The 
continuing qualification evaluations frequency could be extended beyond 
the 12-month interval if: (1) The sponsor

[[Page 59605]]

implements a voluntary QMS program; and (2) the NSPM determines that 
the administration of the QMS program and the FSTD performance 
justifies less frequent evaluations. However, in no case would the 
frequency of continuing qualification evaluations exceed 36 months.

I. New Information on Operation and Testing Requirements for FSTDs

    The QPS material attached to this proposed rule adds 11 paragraphs 
of information to better explain the operation and testing requirements 
for FSTDs. The paragraphs provide information on the use of alternative 
data sources, alternative engines data, alternative avionics data, and 
engineering simulators to provide validation data. There are also 
information paragraphs on motion systems, sound systems, simulator 
qualifications for new or derivative airplanes, validation test 
tolerances, validation data roadmap, transport delay testing, and 
validation test data presentation.

V. Regulatory Notices and Analyses

Privacy Impact Statement for Proposed 14 CFR Part 60, Appendices A 
Through F

Legal Requirements

    Section 522 of the Consolidated Appropriations Act of 2005 
instructs DOT to conduct a privacy impact assessment (PIA) of proposed 
rules that will affect the privacy of individuals. The PIA should 
identify potential threats relating to the collection, handling, use, 
sharing and security of the data, the measures identified to mitigate 
these threats, and the rationale for the final decisions made for the 
rulemaking as a result of conducting the PIA.

Definitions

    Sponsor means a certificate holder who seeks or maintains FSTD 
qualification and is responsible for the prescribed actions as 
prescribed in this part and the QPS for the appropriate FSTD and 
qualification level.
    Certificate holder means 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.
    Individual means a living human being, specifically including a 
citizen of the United States or an alien lawfully admitted for 
permanent residence.
    Personally Identifiable Information (PII) is any information that 
permits the identity of an individual to whom the information applies 
to be reasonably inferred by either direct or indirect means, singly or 
in combination with other data. Examples of PII include but are not 
limited to physical and online contact information, Social Security 
number or driver's license number.
    Privacy Impact Assessment is an analysis of how a rulemaking would 
impact the way information is handled in order to ensure data handling 
conforms to applicable legal, regulatory, and policy requirements 
regarding privacy, determine the risks and effects the rulemaking will 
have on collecting, maintaining and sharing PII, and examine and 
evaluate protections and alternative processes for handling information 
to mitigate potential privacy risks.
Requirements for the Submission and Retention of PII as Part of 
Compliance With Proposed 14 CFR part 60, Flight Simulation Training 
Device Initial and Continuing Qualification and Use
    The FAA proposes to amend the QPS requirements for FSTDs. 
Compliance with the QPS requirements is the responsibility of the FSTD 
sponsor. There are approximately 60 FSTD sponsors.
    The proposed rule does not require sponsors to submit PII to the 
FAA or to maintain PII in their own records. However, the FAA 
recognizes that certain PII may be contained in a sponsor's records, 
including information about individuals who have used a particular 
FSTD. This information may include the person's name, employer, duty 
position, and type ratings. The FAA may request a sponsor to disclose 
this PII for investigation, compliance, or enforcement purposes. For 
example, the FAA may request the sponsor to provide the names of all 
individuals trained on a specific device if the FAA discovered that the 
device was not adequately simulating the aircraft and determined that 
those individuals needed to be retrained or reevaluated.
    The FAA protects PII in accordance with ``Privacy Act Notice DOT/
FAA 847--Aviation Records on Individuals (formerly General Air 
Transportation Records on Individuals).'' The Privacy Act Notice is 
available at http://cio.ost.dot.gov/DOT/OST/Documents/files/records.html.
    The FAA did not conduct a PIA for this rulemaking because there are 
no new requirements for PII as part of these QPS amendments. In August 
2004, the FAA released a PIA for airmen certification records. The PIA 
addresses the methodology the agency uses to collect, store, 
distribute, and protect PII for certificated airmen, including pilots. 
The PIA is available at http://www.dot.gov/pia/faa_rms.htm. This PIA 
would apply to any PII the FAA may receive from a sponsor in the course 
of exercising its oversight authority.
    For more information or for comments and concerns on our privacy 
practices, please contact our Privacy Officer, Carla Mauney at 
[email protected], or by phone at (202) 267-9895.
Paperwork Reduction Act
    Information collection requirements associated with this NPRM have 
been approved previously by the Office of Management and Budget (OMB) 
under the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C. 
3507(d)) and have been assigned OMB Control Number 2120-0680.
International Compatibility
    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
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 identified no differences with these proposed regulations.
Economic Assessment, Initial Regulatory Flexibility Determination, 
Trade Impact Assessment, and Unfunded Mandates Assessment
    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs that each Federal agency 
shall propose or adopt a regulation only upon a reasoned determination 
that the benefits of the intended regulation justify its costs. Second, 
the Regulatory Flexibility Act of 1980 (Pub. L. 96-354) requires 
agencies to analyze the economic impact of regulatory changes on small 
entities. Third, the Trade Agreements Act (Pub. L. 96-39) prohibits 
agencies from setting standards that create unnecessary obstacles to 
the foreign commerce of the United States. In developing U.S. 
standards, the Trade Act requires agencies to consider international 
standards and, where appropriate, that they be the basis of U.S. 
standards. Fourth, the Unfunded Mandates Reform Act of 1995 (Pub. L. 
104-4) requires agencies to prepare a written assessment of the costs, 
benefits, and other effects of proposed or final rules that include a 
Federal mandate likely to result in the expenditure by State, local, or 
tribal governments, in the aggregate, or by the private sector, of $100 
million or more annually (adjusted

[[Page 59606]]

for inflation with base year of 1995). This portion of the preamble 
summarizes the FAA's analysis of the economic impacts of this proposed 
rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it to be included in the preamble if a 
full regulatory evaluation of the cost and benefits is not prepared. 
Such a determination has been made for this proposed rule. The 
reasoning for this determination follows:
    The FAA proposes to codify existing practice by requiring all 
existing FSTD visual scenes beyond the number required for 
qualification to meet specified requirements. The proposal also 
reorganizes certain sections of the QPS appendices and provides 
additional information on validation tests, established parameters for 
tolerances, acceptable data formats, and the use of alternative data 
sources. The proposed changes would ensure that the training and 
testing environment is accurate and realistic, would codify existing 
practice, and would provide greater harmonization with the 
international standards document for simulation. None of these proposed 
technical requirements would apply to simulators qualified before May 
30, 2008, except for the proposal to codify existing practice regarding 
certain visual scene requirements. The overall impact of this proposal 
would result in minimal to no cost increases for manufacturers and 
sponsors.
    The FAA has, therefore, determined that this proposed rule is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866, and is not ``significant'' as defined in DOT's 
Regulatory Policies and Procedures.
Regulatory Flexibility Determination
    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration.'' The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations, and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to 
have a significant economic impact on a substantial number of small 
entities, section 605(b) of the RFA provides that the head of the 
agency may so certify and a regulatory flexibility analysis is not 
required. The certification must include a statement providing the 
factual basis for this determination, and the reasoning should be 
clear.
    The FAA proposes to codify existing practice by requiring all 
existing FSTD visual scenes beyond the number required for 
qualification to meet specified requirements. The proposal also 
reorganizes certain sections of the QPS appendices and provides 
additional information on validation tests, established parameters for 
tolerances, acceptable data formats, and the use of alternative data 
sources. The proposed changes would ensure that the training and 
testing environment is accurate and more realistic, would codify 
existing practice, and would provide greater harmonization with the 
international standards document for simulation. None of these proposed 
technical requirements would apply to simulators qualified before May 
30, 2008, except for the proposal to codify existing practice regarding 
certain visual scene requirements. The overall impact of this proposal 
would result in minimal to no cost increases for manufacturers and 
sponsors. Therefore the FAA certifies that this proposed rule would not 
have a significant economic impact on a substantial number of small 
entities. The FAA solicits comments regarding this determination.
International Trade Impact Assessment
    The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal 
agencies from establishing any standards or engaging in related 
activities that create unnecessary obstacles to the foreign commerce of 
the United States. Legitimate domestic objectives, such as safety, are 
not considered unnecessary obstacles. The statute also requires 
consideration of international standards and, where appropriate, that 
they be the basis for U.S. standards. The FAA has assessed the 
potential effect of this proposed rule and has determined that it would 
impose the same costs on domestic and international entities and thus 
has a neutral trade impact.
Unfunded Mandates Assessment
    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(adjusted annually for inflation with the base year 1995) in any one 
year by State, local, and tribal governments, in the aggregate, or by 
the private sector; such a mandate is deemed to be a ``significant 
regulatory action.'' The FAA currently uses an inflation-adjusted value 
of $128.1 million in lieu of $100 million. This proposed rule does not 
contain such a mandate.
Executive Order 13132, Federalism
    The FAA has analyzed this notice of proposed rulemaking under the 
principles and criteria of Executive Order 13132, Federalism. We 
determined that this proposal 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 
proposed 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 proposed rule action qualifies for the categorical 
exclusion identified in paragraph 312f and involves no extraordinary 
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or 
Use
    The FAA has analyzed this proposed rule under Executive Order 
13211, Actions Concerning Regulations that Significantly Affect Energy 
Supply, Distribution, or Use (May 18, 2001). We have determined that it 
is not a ``significant energy action'' under the executive order 
because it is not a ``significant regulatory action'' under Executive 
Order 12866, and it is not likely to have a significant adverse effect 
on the supply, distribution, or use of energy.

[[Page 59607]]

Additional Information
Comments Invited
    The FAA invites interested persons to participate in this 
rulemaking by submitting written comments, data, or views. We also 
invite comments relating to the economic, environmental, energy, or 
federalism impacts that might result from adopting the proposals in 
this document. The most helpful comments reference a specific portion 
of the proposal, explain the reason for any recommended change, and 
include supporting data. To ensure the docket does not contain 
duplicate comments, please send only one copy of written comments, or 
if you are filing comments electronically, please submit your comments 
only one time.
    We will file in the docket all comments we receive, as well as a 
report summarizing each substantive public contact with FAA personnel 
concerning this proposed rulemaking. Before acting on this proposal, we 
will consider all comments we receive on or before the closing date for 
comments. We will consider comments filed after the comment period has 
closed if it is possible to do so without incurring expense or delay. 
We may change this proposal in light of the comments we receive.
Proprietary or Confidential Business Information
    Do not file in the docket information that you consider to be 
proprietary or confidential business information. Send or deliver this 
information directly to the person identified in the FOR FURTHER 
INFORMATION CONTACT section of this document. You must mark the 
information that you consider proprietary or confidential. If you send 
the information on a disk or CD-ROM, mark the outside of the disk or 
CD-ROM and also identify electronically within the disk or CD-ROM the 
specific information that is proprietary or confidential.
    Under 14 CFR 11.35(b), when we are aware of proprietary information 
filed with a comment, we do not place it in the docket. We hold it in a 
separate file to which the public does not have access, and we place a 
note in the docket that we have received it. If we receive a request to 
examine or copy this information, we treat it as any other request 
under the Freedom of Information Act (5 U.S.C. 552). We process such a 
request under the DOT procedures found in 49 CFR part 7.
Availability of Rulemaking Documents
    You can get an electronic copy of rulemaking documents using the 
Internet by--
    1. Searching the Federal eRulemaking Portal (http://www.regulations.gov);
    2. Visiting the FAA's Regulations and Policies Web page at http://www.faa.gov/regulations_policies/; or
    3. Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html.
    You can also get a copy by sending a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue, SW., Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the docket number, notice number, or amendment number 
of this rulemaking.

List of Subjects in 14 CFR Part 60

    Airmen, Aviation safety, Reporting and recordkeeping requirements.

The Proposed Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration proposes to further amend the final rule amending part 
60 of Title 14 of the Code of Federal Regulations, as published at 71 
FR 63392 on October 30, 2006, as follows:

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

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

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

    2. Part 60, published at 71 FR 63392 on October 30, 2006 is amended 
by revising appendices A-F to read as follows:

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

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

Begin Information

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

Table of Contents

1. Introduction
2. Applicability (Sec. Sec.  60.1 and 60.2)
3. Definitions (Sec.  60.3)
4. Qualification Performance Standards (Sec.  60.4)
5. Quality Management System (Sec.  60.5)
6. Sponsor Qualification Requirements (Sec.  60.7)
7. Additional Responsibilities of the Sponsor (Sec.  60.9)
8. FSTD Use (Sec.  60.11)
9. FSTD Objective Data Requirements (Sec.  60.13)
10. Special Equipment and Personnel Requirements for Qualification 
of the FSTD (Sec.  60.14)
11. Initial (and Upgrade) Qualification Requirements (Sec.  60.15)
12. Additional Qualifications for a Currently Qualified FSTD (Sec.  
60.16)
13. Previously Qualified FSTDs (Sec.  60.17)
14. Inspection, Continuing Qualification Evaluation, and Maintenance 
Requirements (Sec.  60.19)
15. Logging FSTD Discrepancies (Sec.  60.20)
16. Interim Qualification of FSTDs for New Airplane Types or Models 
(Sec.  60.21)
17. Modifications to FSTDs (Sec.  60.23)
18. Operations with Missing, Malfunctioning, or Inoperative 
Components (Sec.  60.25)
19. Automatic Loss of Qualification and Procedures for Restoration 
of Qualification (Sec.  60.27)
20. Other Losses of Qualification and Procedures for Restoration of 
Qualification (Sec.  60.29)
21. Recordkeeping and Reporting (Sec.  60.31)
22. Applications, Logbooks, Reports, and Records: Fraud, 
Falsification, or Incorrect Statements (Sec.  60.33)
23. Specific Full Flight Simulator Compliance Requirements (Sec.  
60.35)
24. [Reserved]
25. FSTD Qualification on the Basis of a Bilateral Aviation Safety 
Agreement (BASA) (Sec.  60.37)
Attachment 1 to Appendix A to Part 60--General Simulator 
Requirements
Attachment 2 to Appendix A to Part 60--Full Flight Simulator 
Objective Tests
Attachment 3 to Appendix A to Part 60--Simulator Subjective 
Evaluation
Attachment 4 to Appendix A to Part 60--Sample Documents
Attachment 5 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use
Attachment 6 to Appendix A to Part 60--FSTD Directives Applicable to 
Airplane Flight Simulators

End Information

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1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule

[[Page 59608]]

language. These details are regulatory, but are found only in this 
appendix. The Information sections contain material that is advisory 
in nature, and designed to give the user general information about 
the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 
404-832-4700; fax, 404-761-8906. The general email address for the 
NSP office is: [email protected]. The NSP Internet Web Site 
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP 
personnel list with telephone and email contact information for each 
NSP staff member, a list of qualified flight simulation devices, 
advisory circulars, a description of the qualification process, NSP 
policy, and an NSP ``In-Works'' section. Also linked from this site 
are additional information sources, handbook bulletins, frequently 
asked questions, a listing and text of the Federal Aviation 
Regulations, Flight Standards Inspector's handbooks, and other FAA 
links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or 
statement required by this appendix. The electronic media used must 
have adequate security provisions and be acceptable to the NSPM. The 
NSPM recommends inquiries on system compatibility, and minimum 
system requirements are also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) Advisory Circular (AC) 120-28C, Criteria for Approval of 
Category III Landing Weather Minima.
    (11) AC 120-29, Criteria for Approving Category I and Category 
II Landing Minima for part 121 operators.
    (12) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (13) AC 120-41, Criteria for Operational Approval of Airborne 
Wind Shear Alerting and Flight Guidance Systems.
    (14) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (15) AC 150/5300-13, Airport Design.
    (16) AC 150/5340-1G, Standards for Airport Markings.
    (17) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (18) AC 150/5340-19, Taxiway Centerline Lighting System.
    (19) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (20) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (21) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (22) AC 25-7, as amended, Flight Test Guide for Certification of 
Transport Category Airplanes.
    (23) AC 23-8A, as amended, Flight Test Guide for Certification 
of Part 23 Airplanes.
    (24) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (25) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (26) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.

End Information

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

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Begin Information

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

End Information

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3. Definitions (Sec.  60.3)

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Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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

Begin Information

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

End Information

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5. Quality Management System (Sec.  60.5)

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

Begin Information

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FFS, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the airplane simulated 
during the 12-month period described. The identification of the 
specific FFS may change from one 12-month period to the next 12-
month period as long as the sponsor sponsors and uses at least one 
FFS at least once during the prescribed period. No minimum number of 
hours or minimum FFS periods are required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own 
use, in its own facility or elsewhere--this single FFS forms the 
basis for the sponsorship. The sponsor uses that FFS at least once 
in each 12-month period in the sponsor's FAA-approved flight 
training program for the airplane simulated. This 12-month period is 
established according to the following schedule:
    (i) If the FFS was qualified prior to May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec.  60.19 after May 30, 
2008, and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12-month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 
12-month period to the next 12-month period as long as the sponsor 
sponsors and uses at least one FFS at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its 
facility or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec.  
60.7(d)(1)); OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
airplane simulated (as described in Sec.  60.7(d)(1)). This 12-month 
period is established in the same manner as in example one; OR
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the airplane, not the subject FFS or another 
FFS, during the preceding 12-month period) stating that the subject 
FFSs performance and handling qualities represent the airplane (as 
described in Sec.  60.7(d)(2)). This statement is provided at least 
once in each 12-month period established in the same manner as in 
example one.

[[Page 59609]]

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

End Information

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

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

Begin Information

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

End Information

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8. FSTD Use (Sec.  60.11)

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

Begin Information

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

End Information

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9. FSTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

-----------------------------------------------------------------------
    a. Flight test data used to validate FFS performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table A2E.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FFS validation process;
    (2) In a manner that is clearly readable and annotated correctly 
and completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table A2A of this appendix.
    (4) With any necessary instructions or other details provided, 
such as yaw damper or throttle position; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FFS at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
are those data that are used to validate the performance, handling 
qualities, or other characteristics of the aircraft, including data 
related to any relevant changes occurring after the type certificate 
was issued. The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (a) The schedule to incorporate this data into the FFS; or
    (b) The reason for not incorporating this data into the FFS.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snapshot.

End QPS Requirements

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Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person having supplied the aircraft data package for the 
FFS in order to facilitate the notification required by Sec.  
60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (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.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FFS evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FFS, and discuss the 
flight test plan anticipated for acquiring such data with the NSPM 
well in advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether or 
not to approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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Begin Information

    a. In the event that the NSPM determines that special equipment 
or specifically qualified persons will be required to conduct

[[Page 59610]]

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

End Information

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

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Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2; and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, 
that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (bi) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the appropriate QPS.
    (c) The result of FFS subjective tests prescribed in the 
appropriate QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator 
objective tests in Attachment 2, Table A2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for the conduct of 
automatic and manual tests;
    (3) A means of comparing the FFS test results to the objective 
data;
    (4) Any other information as necessary, to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure A4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. 
This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure A4G, 
for a sample Continuing Qualification Evaluation Requirements page.
    (3) An 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 source of the basic aerodynamic model and the 
aerodynamic coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or 
reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision 
level.
    (h) The FFS model and manufacturer.
    (i) The date of FFS manufacture.
    (j) The FFS computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) A list of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FFS 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 FFS complies with the 
requirement.
    (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 QTG for the 
first airplane model and a supplement to that QTG for each 
additional airplane model. The NSPM will conduct evaluations for 
each airplane model.
    g. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
airplane parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table A2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FFS test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between the FFS and the airplane with respect to time. Time 
histories recorded via a line printer are to be clearly identified 
for cross plotting on the airplane data. Over-plots must not obscure 
the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FFS 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FFS is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.

[[Page 59611]]

    i. The sponsor must maintain a copy of the MQTG at the FFS 
location.
    j. All FFSs for which the initial qualification is conducted 
after May 30, 2014, must have an electronic MQTG (eMQTG) including 
all objective data obtained from airplane testing, or another 
approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FFS (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FFS performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by May 30, 2014. 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.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person who is 
a user of the device (e.g., a qualified pilot or instructor pilot 
with flight time experience in that aircraft) and knowledgeable 
about the operation of the aircraft and the operation of the FFS.

End QPS Requirements

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Begin Information

    m. 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.
    n. The NSPM will conduct an evaluation for each configuration, 
and each FFS must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FFS is subjected to the 
general simulator requirements in Attachment 1, 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) Flight deck configuration (see Attachment 1 of this 
appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as 
compared to the airplane simulated (see Attachment 1 and Attachment 
3 of this appendix);
    (7) FFS systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    o. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FFS by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FFS performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a 
typical utilization period;
    (b) Determining that the FFS satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FFS controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FFS validation and are not to be confused with design 
tolerances specified for FFS manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    q. In addition to the scheduled continuing qualification 
evaluation, each FFS is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FFS for the conduct of objective and 
subjective tests and an examination of functions) if the FFS is not 
being used for flight crewmember training, testing, or checking. 
However, if the FFS were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FFS evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FFS along with the student(s) and observing the operation 
of the FFS during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the level requested but do support a lower level, the 
NSPM may qualify the FFS at that lower level. For example, if a 
Level D evaluation is requested and the FFS fails to meet sound test 
tolerances, it could be qualified at Level C.
    s. After an FFS is successfully evaluated, the NSPM issues a 
Statement of Qualification (SOQ) to the sponsor. The NSPM recommends 
the FFS to the TPAA, who will approve the FFS for use in a flight 
training program. The SOQ will be issued at the satisfactory 
conclusion of the initial or continuing qualification evaluation and 
will list the tasks for which the FSTD is qualified, referencing the 
tasks described in Table A1B in attachment 1. However, it is the 
sponsor's responsibility to obtain TPAA approval prior to using the 
FSTD in an FAA-approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure A4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    u. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FFS Objective Tests, Table A2A.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    w. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include windshear training and circling approaches.

End Information

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

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Begin Information

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

End Information

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[[Page 59612]]

13. Previously Qualified FSTDs (Sec.  60.17)

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Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. Simulators qualified prior to May 30, 2008, are not required 
to meet the general simulation requirements, the objective test 
requirements or the subjective test requirements of attachments 1, 
2, and 3 of this appendix as long as the simulator continues to meet 
the test requirements contained in the MQTG developed under the 
original qualification basis.
    c. After [date 1 year after effective date of the final rule] 
each visual scene or airport model beyond the minimum required for 
the FSTD qualification level that is installed in and available for 
use in a qualified FSTD must meet the requirements described in 
attachment 3 of this appendix.

End QPS Requirements

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Begin Information

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

End Information

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

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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.
    d. During the continuing qualification evaluation conducted by 
the NSPM, the sponsor must also provide a person knowledgeable about 
the operation of the aircraft and the operation of the FFS.
    e. The NSPM will conduct continuing qualification evaluations 
every 12 months unless:
    (1) The NSPM becomes aware of discrepancies or performance 
problems with the device that warrants more frequent evaluations; or
    (2) The sponsor implements a QMS that justifies less frequent 
evaluations. However, in no case shall the frequency of a continuing 
qualification evaluation exceed 36 months.

End QPS Requirements

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Begin Information

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

End Information

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15. Logging FSTDs Discrepancies (Sec.  60.20)

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[[Page 59613]]

Begin Information

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

End Information

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

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Begin Information

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

End Information

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17. Modifications to FSTDs (Sec.  60.23)

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Begin QPS Requirements

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

End QPS Requirements

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

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

Begin Information

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

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

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

24. [Reserved]

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

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

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

End Information

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

Attachment 1 to Appendix A to Part 60--

General Simulator Requirements

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

Begin QPS Requirements

1. Requirements

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

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general simulator requirements 
for qualifying an airplane FFS. The sponsor should also consult the 
objective tests in attachment 2 and the examination of functions and 
subjective tests listed in attachment 3 to determine the complete 
requirements for a specific level simulator.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General flight deck configuration.
    (2) Simulator programming.
    (3) Equipment operation.

[[Page 59614]]

    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table A1A provides the standards for the General Simulator 
Requirements.
    d. Table A1B provides the tasks that the sponsor will examine to 
determine whether the FSTD satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the 
tasks for which the simulator may be qualified.
    e. Table A1C provides the functions that an instructor/check 
airman must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the 
List of Qualified Tasks (part of the SOQ) be accomplished during the 
initial or continuing qualification evaluation.

End Information

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

               Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
      >>        Simulator levels      Information
------------------------------------------------------------------------
                General simulator
    Number        requirements      A    B    C    D         Notes
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a..........  The simulator must   X    X    X    X   For simulator
                have a flight                           purposes, the
                deck that is a                          flight deck
                replica of the                          consists of all
                airplane                                that space
                simulated with                          forward of a
                controls,                               cross section of
                equipment,                              the flight deck
                observable flight                       at the most
                deck indicators,                        extreme aft
                circuit breakers,                       setting of the
                and bulkheads                           pilots' seats,
                properly located,                       including
                functionally                            additional
                accurate and                            required
                replicating the                         crewmember duty
                airplane. The                           stations and
                direction of                            those required
                movement of                             bulkheads aft of
                controls and                            the pilot seats.
                switches must be                        For
                identical to the                        clarification,
                airplane. Pilot                         bulkheads
                seats must allow                        containing only
                the occupant to                         items such as
                achieve the                             landing gear pin
                design ``eye                            storage
                position''                              compartments,
                established for                         fire axes or
                the airplane                            extinguishers,
                being simulated.                        spare light
                Equipment for the                       bulbs, and
                operation of the                        aircraft
                flight deck                             document pouches
                windows must be                         are not
                included, but the                       considered
                actual windows                          essential and
                need not be                             may be omitted.
                operable.
                Additional
                equipment such as
                fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable location
                as near as
                practical to the
                original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required..
------------------------------------------------------------------------
1.b..........  Those circuit        X    X    X    X
                breakers that
                affect procedures
                or result in
                observable flight
                deck indications
                must be properly
                located and
                functionally
                accurate.
               An SOC is
                required..
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics    X    X    X    X
                model that
                accounts for
                various
                combinations of
                drag and thrust
                normally
                encountered in
                flight must
                correspond to
                actual flight
                conditions,
                including the
                effect of change
                in airplane
                attitude, thrust,
                drag, altitude,
                temperature,
                gross weight,
                moments of
                inertia, center
                of gravity
                location, and
                configuration.
               An SOC is
                required..
------------------------------------------------------------------------
2.b..........  The simulator must   X    X    X    X
                have the computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the qualification
                level sought.
               An SOC is
                required..
------------------------------------------------------------------------
2.c..........  Surface operations   X
                must be
                represented to
                the extent that
                allows turns
                within the
                confines of the
                runway and
                adequate controls
                on the landing
                and roll-out from
                a crosswind
                approach to a
                landing.
               A subjective test
                is required..
------------------------------------------------------------------------
2.d..........  Ground handling
                and aerodynamic
                programming must
                include the
                following:
               A subjective test
                is required for
                each..
------------------------------------------------------------------------
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.
------------------------------------------------------------------------

[[Page 59615]]

 
2.d.2........  Ground reaction...        X    X    X   Ground reaction
                                                        includes
                                                        modeling that
                                                        accounts for
                                                        strut
                                                        deflections,
                                                        tire friction,
                                                        and side forces.
                                                        This is the
                                                        reaction of the
                                                        airplane upon
                                                        contact with the
                                                        runway during
                                                        landing, and may
                                                        differ with
                                                        changes in
                                                        factors such as
                                                        gross weight,
                                                        airspeed, or
                                                        rate of descent
                                                        on touchdown.
------------------------------------------------------------------------
2.d.3........  Ground handling           X    X    X
                characteristics,
                including
                aerodynamic and
                ground reaction
                modeling
                including
                steering inputs,
                operations with
                crosswind,
                braking, thrust
                reversing,
                deceleration, and
                turning radius.
------------------------------------------------------------------------
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                   X    X   If desired, Level
                reference the FAA                       A and B
                Windshear                               simulators may
                Training Aid or                         qualify for
                present alternate                       windshear
                airplane related                        training by
                data, including                         meeting these
                the                                     standards; see
                implementation                          Attachment 5 of
                method(s) used.                         this appendix.
                If the alternate                        Windshear models
                method is                               may consist of
                selected, wind                          independent
                models from the                         variable winds
                Royal Aerospace                         in multiple
                Establishment                           simultaneous
                (RAE), the Joint                        components. The
                Airport Weather                         FAA Windshear
                Studies (JAWS)                          Training Aid
                Project and other                       presents one
                recognized                              acceptable means
                sources may be                          of compliance
                implemented, but                        with simulator
                must be supported                       wind model
                and properly                            requirements.
                referenced in the
                QTG. Only those
                simulators
                meeting these
                requirements may
                be used to
                satisfy the
                training
                requirements of
                part 121
                pertaining to a
                certificate
                holder's approved
                low-altitude
                windshear flight
                training program
                as described in
                Sec.   121.409.
               Objective tests
                are required for
                qualification;
                see Attachment 2
                and Attachment 5
                of this appendix..
               A subjective test
                is required..
------------------------------------------------------------------------
2.f..........  The simulator must             X    X   Automatic
                provide for                             ``flagging'' of
                manual and                              out-of-tolerance
                automatic testing                       situations is
                of simulator                            encouraged.
                hardware and
                software
                programming to
                determine
                compliance with
                simulator
                objective tests
                as prescribed in
                Attachment 2.
               An SOC is
                required..
------------------------------------------------------------------------
2.g..........  Relative responses                      The intent is to
                of the motion                           verify that the
                system, visual                          simulator
                system, and                             provides
                flight deck                             instrument,
                instruments,                            motion, and
                measured by                             visual cues that
                latency tests or                        are, within the
                transport delay                         stated time
                tests. Motion                           delays, like the
                onset should                            airplane
                occur before the                        responses. For
                start of the                            airplane
                visual scene                            response,
                change (the start                       acceleration in
                of the scan of                          the appropriate,
                the first video                         corresponding
                field containing                        rotational axis
                different                               is preferred.
                information) but
                must occur before
                the end of the
                scan of that
                video field.
                Instrument
                response may not
                occur prior to
                motion onset.
                Test results must
                be within the
                following limits.
------------------------------------------------------------------------
2.g.1........     300               X    X
                   milliseconds
                   of the
                   airplane
                   response..
------------------------------------------------------------------------
               Objective Tests
                are required.
------------------------------------------------------------------------
2.g.2........     150                         X    X
                   milliseconds
                   of the
                   airplane
                   response..
               Objective Tests
                are required..
------------------------------------------------------------------------

[[Page 59616]]

 
2.h..........  The simulator must
                accurately
                reproduce the
                following runway
                conditions:
               (1) Dry...........
               (2) Wet...........
               (3) Icy...........
               (4) Patchy Wet....
               (5) Patchy Icy....
               (6) Wet on Rubber
                Residue in
                Touchdown Zone..
------------------------------------------------------------------------
               An SOC is
                required.
------------------------------------------------------------------------
               Objective tests
                are required only
                for dry, wet, and
                icy runway
                conditions; see
                Attachment 2.
------------------------------------------------------------------------
               Subjective tests               X    X
                are required for
                patchy wet,
                patchy icy, and
                wet on rubber
                residue in
                touchdown zone
                conditions; see
                Attachment 3.
------------------------------------------------------------------------
2.i..........  The simulator must             X    X   Simulator pitch,
                simulate:                               side loading,
               (1) Brake and tire                       and directional
                failure dynamics,                       control
                including                               characteristics
                antiskid failure..                      should be
               (2) Decreased                            representative
                brake efficiency                        of the airplane.
                due to high brake
                temperatures, if
                applicable..
               An SOC is
                required..
------------------------------------------------------------------------
2.j..........  The simulator must             X    X
                replicate the
                effects of
                airframe and
                engine icing.
               A Subjective Test
                is required..
------------------------------------------------------------------------
2.k..........  The aerodynamic                     X   See Attachment 2,
                modeling in the                         paragraph 4, for
                simulator must                          further
                include:                                information on
               (1) Low-altitude                         ground effect.
                level-flight
                ground effect;.
               (2) Mach effect at
                high altitude;.
               (3) Normal and
                reverse dynamic
                thrust effect on
                control surfaces;.
               (4) Aeroelastic
                representations;
                and.
               (5) Nonlinearities
                due to sideslip..
               An SOC is required
                and must include
                references to
                computations of
                aeroelastic
                representations
                and of
                nonlinearities
                due to sideslip..
------------------------------------------------------------------------
2.l..........  The simulator must        X    X    X
                have aerodynamic
                and ground
                reaction modeling
                for the effects
                of reverse thrust
                on directional
                control, if
                applicable.
               An SOC is
                required..
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a..........  All relevant         X    X    X    X
                instrument
                indications
                involved in the
                simulation of the
                airplane must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                airplane; e.g.,
                turbulence or
                windshear.
                Numerical values
                must be presented
                in the
                appropriate
                units.
               A subjective test
                is required..
------------------------------------------------------------------------
3.b..........  Communications,      X    X    X    X   See Attachment 3
                navigation,                             for further
                caution, and                            information
                warning equipment                       regarding long-
                must be installed                       range navigation
                and operate                             equipment.
                within the
                tolerances
                applicable for
                the airplane.
               A subjective test
                is required..
------------------------------------------------------------------------
3.c..........  Simulated airplane   X    X    X    X
                systems must
                operate as the
                airplane systems
                operate under
                normal, abnormal,
                and emergency
                operating
                conditions on the
                ground and in
                flight.
               A subjective test
                is required..
------------------------------------------------------------------------

[[Page 59617]]

 
3.d..........  The simulator must   X    X    X    X
                provide pilot
                controls with
                control forces
                and control
                travel that
                correspond to the
                simulated
                airplane. The
                simulator must
                also react in the
                same manner as in
                the airplane
                under the same
                flight
                conditions.
               A objective test
                is required..
------------------------------------------------------------------------
3.e..........  Simulator control              X    X
                feel dynamics
                must replicate
                the airplane.
                This must be
                determined by
                comparing a
                recording of the
                control feel
                dynamics of the
                simulator to
                airplane
                measurements. For
                initial and
                upgrade
                qualification
                evaluations, the
                control dynamic
                characteristics
                must be measured
                and recorded
                directly from the
                flight deck
                controls, and
                must be
                accomplished in
                takeoff, cruise,
                and landing
                flight conditions
                and
                configurations.
               Objective tests
                are required..
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to the   X    X    X    X   The NSPM will
                flight crewmember                       consider
                stations, the                           alternatives to
                simulator must                          this standard
                have at least two                       for additional
                suitable seats                          seats based on
                for the                                 unique flight
                instructor/check                        deck
                airman and FAA                          configurations.
                inspector. These
                seats must
                provide adequate
                vision to the
                pilot's panel and
                forward windows.
                All seats other
                than flight crew
                seats need not
                represent those
                found in the
                airplane, but
                must be
                adequately
                secured to the
                floor and
                equipped with
                similar positive
                restraint
                devices.
               A subjective test
                is required..
------------------------------------------------------------------------
4.b..........  The simulator must   X    X    X    X
                have controls
                that enable the
                instructor/
                evaluator to
                control all
                required system
                variables and
                insert all
                abnormal or
                emergency
                conditions into
                the simulated
                airplane systems
                as described in
                the sponsor's FAA-
                approved training
                program; or as
                described in the
                relevant
                operating manual
                as appropriate.
               A subjective test
                is required..
------------------------------------------------------------------------
4.c..........  The simulator must   X    X    X    X
                have instructor
                controls for
                environmental
                conditions
                including wind
                speed and
                direction.
               A subjective test
                is required..
------------------------------------------------------------------------
4.d..........  The simulator must             X    X   For example,
                provide the                             another airplane
                instructor or                           crossing the
                evaluator the                           active runway or
                ability to                              converging
                present ground                          airborne
                and air hazards.                        traffic.
               A subjective test
                is required..
------------------------------------------------------------------------
5. Motion System
------------------------------------------------------------------------
5.a..........  The simulator must   X    X    X    X   For example,
                have motion                             touchdown cues
                (force) cues                            should be a
                perceptible to                          function of the
                the pilot that                          rate of descent
                are                                     (RoD) of the
                representative of                       simulated
                the motion in an                        airplane.
                airplane.
               A subjective test
                is required..
------------------------------------------------------------------------
5.b..........  The simulator must   X    X
                have a motion
                (force cueing)
                system with a
                minimum of three
                degrees of
                freedom (at least
                pitch, roll, and
                heave).
               An SOC is
                required..
------------------------------------------------------------------------
5.c..........  The simulator must             X    X
                have a motion
                (force cueing)
                system that
                produces cues at
                least equivalent
                to those of a six-
                degrees-of-
                freedom,
                synergistic
                platform motion
                system (i.e.,
                pitch, roll, yaw,
                heave, sway, and
                surge).
               An SOC is
                required..
------------------------------------------------------------------------
5.d..........  The simulator must   X    X    X    X
                provide for the
                recording of the
                motion system
                response time.
               An SOC is
                required..
------------------------------------------------------------------------

[[Page 59618]]

 
5.e..........  The simulator must        X    X    X
                provide motion
                effects
                programming to
                include:
               (1) Thrust effect
                with brakes set..
               (2) Runway rumble,
                oleo deflections,
                effects of ground
                speed, uneven
                runway,
                centerline
                lights, and
                taxiway
                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                  X   The simulator
                provide                                 should be
                characteristic                          programmed and
                motion vibrations                       instrumented in
                that result from                        such a manner
                operation of the                        that the
                airplane if the                         characteristic
                vibration marks                         buffet modes can
                an event or                             be measured and
                airplane state                          compared to
                that can be                             airplane data.
                sensed in the
                flight deck.
               An objective test
                is required..
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a..........  The simulator must   X    X    X    X
                have a visual
                system providing
                an out-of-the-
                flight deck view.
               A subjective test
                is required..
------------------------------------------------------------------------
6.b..........  The simulator must   X    X
                provide a
                continuous
                collimated field
                of view of at
                least 45[deg]
                horizontally and
                30[deg]
                vertically per
                pilot seat or the
                number of degrees
                necessary to meet
                the visual ground
                segment
                requirement,
                whichever is
                greater. Both
                pilot seat visual
                systems must be
                operable
                simultaneously.
                The minimum
                horizontal field
                of view coverage
                must be plus and
                minus one-half
                (\1/2\) of the
                minimum
                continuous field
                of view
                requirement,
                centered on the
                zero degree
                azimuth line
                relative to the
                aircraft
                fuselage.
                Additional field
                of view
                capability may be
                added at the
                sponsor's
                discretion
                provided the
                minimum fields of
                view are
                retained.
               An SOC must
                explain the
                geometry of the
                installation. An
                SOC is required..
------------------------------------------------------------------------
6.c..........  (Reserved)
------------------------------------------------------------------------
6.d..........  The simulator must             X    X   The horizontal
                provide a                               field of view is
                continuous                              traditionally
                collimated visual                       described as a
                field of view of                        180[deg] field
                at least 176[deg]                       of view.
                horizontally and                        However, the
                36[deg]                                 field of view is
                vertically or the                       technically no
                number of degrees                       less than
                necessary to meet                       176[deg].
                the visual ground
                segment
                requirement,
                whichever is
                greater. The
                minimum
                horizontal field
                of view coverage
                must be plus and
                minus one-half
                (\1/2\) of the
                minimum
                continuous field
                of view
                requirement,
                centered on the
                zero degree
                azimuth line
                relative to the
                aircraft
                fuselage.
                Additional field
                of view
                capability may be
                added at the
                sponsor's
                discretion
                provided the
                minimum fields of
                view are
                retained.
               An SOC must
                explain the
                geometry of the
                installation..
               An SOC is
                required..
------------------------------------------------------------------------

[[Page 59619]]

 
6.e..........  The visual system    X    X    X    X   Non-realistic
                must be free from                       cues might
                optical                                 include image
                discontinuities                         ``swimming'' and
                and artifacts                           image ``roll-
                that create non-                        off,'' that may
                realistic cues.                         lead a pilot to
               A subjective test                        make incorrect
                is required..                           assessments of
                                                        speed,
                                                        acceleration, or
                                                        situational
                                                        awareness.
------------------------------------------------------------------------
6.f..........  The simulator must   X    X    X    X
                have operational
                landing lights
                for night scenes.
                Where used, dusk
                (or twilight)
                scenes require
                operational
                landing lights.
               A subjective test
                is required..
------------------------------------------------------------------------
6.g..........  The simulator must
                have instructor
                controls for the
                following:
               (1) Visibility in
                statute miles
                (km) and runway
                visual range
                (RVR) in ft.(m)..
               (2) Airport
                selection..
               (3) Airport
                lighting..
------------------------------------------------------------------------
               A subjective test    X    X    X    X
                is required.
------------------------------------------------------------------------
6.h..........  The simulator must   X    X    X    X
                provide visual
                system
                compatibility
                with dynamic
                response
                programming.
               A subjective test
                is required..
------------------------------------------------------------------------
6.i..........  The simulator must   X    X    X    X   This will show
                show that the                           the modeling
                segment of the                          accuracy of RVR,
                ground visible                          glideslope, and
                from the                                localizer for a
                simulator flight                        given weight,
                deck is the same                        configuration,
                as from the                             and speed within
                airplane flight                         the airplane's
                deck (within                            operational
                established                             envelope for a
                tolerances) when                        normal approach
                at the correct                          and landing.
                airspeed, in the
                landing
                configuration, at
                a main wheel
                height of 100
                feet (30 meters)
                above the
                touchdown zone,
                and with
                visibility of
                1,200 ft (350 m)
                RVR.
               An SOC is
                required..
               An objective test
                is required..
------------------------------------------------------------------------
6.j..........  The simulator must        X    X    X
                provide visual
                cues necessary to
                assess sink rates
                (provide depth
                perception)
                during takeoffs
                and landings, to
                include:
               (1) Surface on
                runways,
                taxiways, and
                ramps..
               (2) Terrain
                features..
               A subjective test
                is required..
------------------------------------------------------------------------
6.k..........  The simulator must   X    X    X    X   Visual attitude
                provide for                             vs. simulator
                accurate                                attitude is a
                portrayal of the                        comparison of
                visual                                  pitch and roll
                environment                             of the horizon
                relating to the                         as displayed in
                simulator                               the visual scene
                attitude.                               compared to the
               A subjective test                        display on the
                is required..                           attitude
                                                        indicator.
------------------------------------------------------------------------
6.l..........  The simulator must             X    X
                provide for quick
                confirmation of
                visual system
                color, RVR,
                focus, and
                intensity.
               An SOC is
                required..
               A subjective test
                is required..
------------------------------------------------------------------------
6.m..........  The simulator must             X    X
                be capable of
                producing at
                least 10 levels
                of occulting.
               A subjective test
                is required..
------------------------------------------------------------------------
6.n..........  Night Visual         X    X    X    X
                Scenes. When used
                in training,
                testing, or
                checking
                activities, the
                simulator must
                provide night
                visual scenes
                with sufficient
                scene content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                Scenes must
                include a
                definable horizon
                and typical
                terrain
                characteristics
                such as fields,
                roads and bodies
                of water and
                surfaces
                illuminated by
                airplane landing
                lights.
               A subjective test
                is required..
------------------------------------------------------------------------

[[Page 59620]]

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

[[Page 59621]]

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

             Table A1B.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                >>                   >
------------------------------------------------------------------------
                   Subjective        Simulator levels
                requirements  In   --------------------
             order to be qualified
                at the simulator
              qualification level
                 indicated, the
   Number      simulator must be                              Notes
               able to perform at    A    B    C    D
                least the tasks
              associated with that
                    level of
                 qualification.
------------------------------------------------------------------------
 1. Preflight Procedures
------------------------------------------------------------------------
1.a........  Preflight Inspection    X    X    X    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   X    X    X    X
------------------------------------------------------------------------
1.c........  Taxiing..............             X    X
------------------------------------------------------------------------
1.d........  Pre-takeoff Checks...   X    X    X    X
------------------------------------------------------------------------
 2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........  Normal and Crosswind              X    X
              Takeoff.
------------------------------------------------------------------------
2.b........  Instrument Takeoff...   X    X    X    X
------------------------------------------------------------------------
2.c........  Engine Failure During   A    X    X    X
              Takeoff.
------------------------------------------------------------------------
2.d........  Rejected Takeoff.....   X    X    X    X
------------------------------------------------------------------------
2.e........  Departure Procedure..   X    X    X    X
------------------------------------------------------------------------
 3. Inflight Maneuvers
------------------------------------------------------------------------

[[Page 59622]]

 
3.a........  Steep Turns..........   X    X    X    X
------------------------------------------------------------------------
3.b........  Approaches to Stalls.   X    X    X    X
------------------------------------------------------------------------
3.c........  Engine Failure--        X    X    X    X
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  Engine Failure--        X    X    X    X
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  Specific Flight         A    A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------
3.f........  Recovery From Unusual   X    X    X    X   Within the
              Attitudes.                                 normal flight
                                                         envelope
                                                         supported by
                                                         applicable
                                                         simulation
                                                         validation
                                                         data.
------------------------------------------------------------------------
 4. Instrument Procedures
------------------------------------------------------------------------
4.a........  Standard Terminal       X    X    X    X
              Arrival/Flight
              Management System
              Arrivals Procedures.
------------------------------------------------------------------------
4.b........  Holding..............   X    X    X    X
------------------------------------------------------------------------
4.c........  Precision Instrument.
------------------------------------------------------------------------
4.c.1......  All engines operating   X    X    X    X   e.g., Autopilot,
                                                         Manual (Flt.
                                                         Dir. Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.c.2......  One engine              X    X    X    X   e.g., Manual
              inoperative.                               (Flt. Dir.
                                                         Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.d........  d. Non-precision        X    X    X    X   e.g., NDB, VOR,
              Instrument Approach.                       VOR/DME, VOR/
                                                         TAC, RNAV, LOC,
                                                         LOC/BC, ADF,
                                                         and SDF.
------------------------------------------------------------------------
4.e........  e. Circling Approach.   X    X    X    X   Specific
                                                         authorization
                                                         required.
------------------------------------------------------------------------
4.f........  Missed Approach......
------------------------------------------------------------------------
4.f.1......  Normal...............   X    X    X    X
------------------------------------------------------------------------
4.f.2......  One engine              X    X    X    X
              Inoperative.
------------------------------------------------------------------------
 5. Landings and Approaches to Landings
------------------------------------------------------------------------
5.a........  Normal and Crosswind         R    X    X
              Approaches and
              Landings.
------------------------------------------------------------------------
5.b........  Landing From a               R    X    X
              Precision/Non-
              Precision Approach.
------------------------------------------------------------------------
5.c........  Approach and Landing         R    X    X
              with (Simulated)
              Engine Failure--
              Multiengine Airplane.
------------------------------------------------------------------------
5.d........  Landing From Circling        R    X    X
              Approach.
------------------------------------------------------------------------
5.e........  Rejected Landing.....   X    X    X    X
------------------------------------------------------------------------
5.f........  Landing From a No            R    X    X
              Flap or a
              Nonstandard Flap
              Configuration
              Approach.
------------------------------------------------------------------------
 6. Normal and Abnormal Procedures
------------------------------------------------------------------------
6.a........  Engine (including       X    X    X    X
              shutdown and
              restart).
------------------------------------------------------------------------
6.b........  Fuel System..........   X    X    X    X
------------------------------------------------------------------------
6.c........  Electrical System....   X    X    X    X
------------------------------------------------------------------------
6.d........  Hydraulic System.....   X    X    X    X
------------------------------------------------------------------------
6.e........  Environmental and       X    X    X    X
              Pressurization
              Systems.
------------------------------------------------------------------------

[[Page 59623]]

 
6.f........  Fire Detection and      X    X    X    X
              Extinguisher Systems.
------------------------------------------------------------------------
6.g........  Navigation and          X    X    X    X
              Avionics Systems.
------------------------------------------------------------------------
6.h........  Automatic Flight        X    X    X    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
6.i........  Flight Control          X    X    X    X
              Systems.
------------------------------------------------------------------------
6.j........  Anti-ice and Deice      X    X    X    X
              Systems.
------------------------------------------------------------------------
6.k........  Aircraft and Personal   X    X    X    X
              Emergency Equipment.
------------------------------------------------------------------------
 7. Emergency Procedures
------------------------------------------------------------------------
7.a........  Emergency Descent       X    X    X    X
              (Max. Rate).
------------------------------------------------------------------------
7.b........  Inflight Fire and       X    X    X    X
              Smoke Removal.
------------------------------------------------------------------------
7.c........  Rapid Decompression..   X    X    X    X
------------------------------------------------------------------------
7.d........  Emergency Evacuation.   X    X    X    X
------------------------------------------------------------------------
 8. Postflight Procedures
------------------------------------------------------------------------
8.a........  After-Landing           X    X    X    X
              Procedures.
------------------------------------------------------------------------
8.b........  Parking and Securing.   X    X    X    X
------------------------------------------------------------------------
------------------------------------------------------------------------
``A''--indicates that the system, task, or procedure may be examined if
  the appropriate aircraft system or control is simulated in the FSTD
  and is working properly.
``R''--indicates that the simulator may be qualified for this task for
  recurrent training.
``X''--indicates that the simulator must be able to perform this task
  for this level of qualification.

                                   Table A1C.--Table of Simulator System Tasks
----------------------------------------------------------------------------------------------------------------
                              >>                                     >>
----------------------------------------------------------------------------------------------------------------
                                  Subjective requirements  In   Simulator levels
                                    order to be qualified at  --------------------
                                  the simulator qualification
                                      level indicated, the
             Number                simulator must be able to                                   Notes
                                   perform at least the tasks   A    B    C    D
                                   associated with that level
                                       of qualification.
----------------------------------------------------------------------------------------------------------------
1. Instructor Operating Station (IOS), as appropriate
----------------------------------------------------------------------------------------------------------------
1.a.............................  Power switch(es)...........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
1.b.............................  Airplane conditions........   X    X    X    X   e.g., GW, CG, Fuel loading
                                                                                    and Systems.
----------------------------------------------------------------------------------------------------------------
1.c.............................  Airports / Runways.........   X    X    X    X   e.g., Selection, Surface,
                                                                                    Presets, Lighting controls.
----------------------------------------------------------------------------------------------------------------
1.d.............................  Environmental controls.....   X    X    X    X   e.g., Clouds, Visibility,
                                                                                    RVR, Temp, Wind, Ice, Snow,
                                                                                    Rain, and Windshear.
----------------------------------------------------------------------------------------------------------------
1.e.............................  Airplane system               X    X    X    X
                                   malfunctions (Insertion/
                                   deletion).
----------------------------------------------------------------------------------------------------------------
1.f.............................  Locks, Freezes, and           X    X    X    X
                                   Repositioning.
----------------------------------------------------------------------------------------------------------------
2. Sound Controls
----------------------------------------------------------------------------------------------------------------
2.a.............................  On/off/adjustment..........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
3. Motion/Control Loading System
----------------------------------------------------------------------------------------------------------------
3.a.............................  On /off/emergency stop.....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
4. Observer Seats/Stations
----------------------------------------------------------------------------------------------------------------

[[Page 59624]]

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

Attachment 2 to Appendix A to Part 60--Full Flight Simulator Objective 
Tests

                            Table of Contents
------------------------------------------------------------------------
           Paragraph No.                            Title
------------------------------------------------------------------------
1.................................  Introduction.
------------------------------------------------------------------------
2.................................  Test Requirements.
------------------------------------------------------------------------
                                    Table A2A, Objective Tests.
------------------------------------------------------------------------
3.................................  General.
------------------------------------------------------------------------
4.................................  Control Dynamics.
------------------------------------------------------------------------
5.................................  Ground Effect.
------------------------------------------------------------------------
6.................................  Motion System.
------------------------------------------------------------------------
7.................................  Sound System.
------------------------------------------------------------------------
8.................................  Additional Information About Flight
                                     Simulator Qualification for New or
                                     Derivative Airplanes.
------------------------------------------------------------------------
9.................................  Engineering Simulator--Validation
                                     Data.
------------------------------------------------------------------------
10................................  [Reserved].
------------------------------------------------------------------------
11................................  Validation Test Tolerances.
------------------------------------------------------------------------
12................................  Validation Data Roadmap.
------------------------------------------------------------------------
13................................  Acceptance Guidelines for
                                     Alternative Engines Data.
------------------------------------------------------------------------
14................................  Acceptance Guidelines for
                                     Alternative Avionics (Flight-
                                     Related Computers and Controllers).
------------------------------------------------------------------------
15................................  Transport Delay Testing.
------------------------------------------------------------------------
16................................  Continuing Qualification
                                     Evaluations--Validation Test Data
                                     Presentation.
------------------------------------------------------------------------
17................................  Alternative Data Sources,
                                     Procedures, and Instrumentation:
                                     Level A and Level B Simulators
                                     Only.
------------------------------------------------------------------------

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

Begin Information

1. Introduction

    a. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table A2A, are defined 
as follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified 
takeoff position;
    (3) First segment climb--gear down with flaps/slats in any 
certified takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any 
certified takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;
    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    b. The format for numbering the objective tests in Appendix A, 
Attachment 2, Table A2A, and the objective tests in Appendix B, 
Attachment 2, Table B2A, is identical. However, each test required 
for FFSs is not necessarily required for FTDs. Also, each test 
required for FTDs is not necessarily required for FFSs. Therefore, 
when a test number (or series of numbers) is not required, the term 
``Reserved'' is used in the table at that location. Following this 
numbering format provides a degree of commonality between the two 
tables and substantially reduces the potential for confusion when 
referring to objective test numbers for either FFSs or FTDs.
    c. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA 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.
    d. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for the test.

End Information

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

Begin QPS Requirements

2. Test Requirements

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

[[Page 59625]]

    e. It is not acceptable to program the FFS so that the 
mathematical modeling is correct only at the validation test points. 
Unless otherwise noted, simulator tests must represent airplane 
performance and handling qualities at operating weights and centers 
of gravity (CG) typical of normal operation. If a test is supported 
by airplane data at one extreme weight or CG, another test supported 
by airplane data at mid-conditions or as close as possible to the 
other extreme must be included. Certain tests that are relevant only 
at one extreme CG or weight condition need not be repeated at the 
other extreme. Tests of handling qualities must include validation 
of augmentation devices.
    f. When comparing the parameters listed to those of the 
airplane, sufficient data must also be provided to verify the 
correct flight condition and airplane configuration changes. For 
example, to show that control force is within the parameters for a 
static stability test, data to show the correct airspeed, power, 
thrust or torque, airplane configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the airplane, but airspeed, altitude, control 
input, airplane configuration, and other appropriate data must also 
be given. If comparing landing gear change dynamics, pitch, 
airspeed, and altitude may be used to establish a match to the 
airplane, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated 
testing of the simulator must be accomplished to assure that the 
total simulator system meets the prescribed standards. A manual test 
procedure with explicit and detailed steps for completing each test 
must also be provided.
    h. For previously qualified simulators, the tests and tolerances 
of this attachment may be used in subsequent continuing 
qualification evaluations for any given test if the sponsor has 
submitted a proposed MQTG revision to the NSPM and has received NSPM 
approval.
    i. Simulators are evaluated and qualified with an engine model 
simulating the airplane data supplier's flight test engine. For 
qualification of alternative engine models (either variations of the 
flight test engines or other manufacturers' engines) additional 
tests with the alternative engine models may be required. This 
Attachment contains guidelines for alternative engines.
    j. For testing Computer Controlled Airplane (CCA) simulators, or 
other highly augmented airplane simulators, flight test data is 
required for the Normal (N) and/or Non-normal (NN) control states, 
as indicated in this Attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table A2A require test results in the Normal control state 
unless specifically noted otherwise in the Test Details section 
following the CCA designation. The NSPM will determine what tests 
are appropriate for airplane simulation data. When making this 
determination, the NSPM may require other levels of control state 
degradation for specific airplane tests. Where Non-normal control 
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state. 
Where applicable, flight test data must record Normal and Non-normal 
states for:
    (1) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    k. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.
    l. Some tests will not be required for airplanes using airplane 
hardware in the simulator flight deck (e.g., ``side stick 
controller''). These exceptions are noted in Section 2 ``Handling 
Qualities'' in Table A2A of this attachment. However, in these 
cases, the sponsor must provide a statement that the airplane 
hardware meets the appropriate manufacturer's specifications and the 
sponsor must have supporting information to that fact available for 
NSPM review.
    m. For objective test purposes, ``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 within 10 percent 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.'')
    n. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snapshot.

End QPS Requirements

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

                                                 Table A2A.--Full Flight Simulator (FFS) Objective Tests
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                                                      >>
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                    Test                                                                                          Simulator level    Information  notes
---------------------------------------------       Tolerance        Flight  conditions       Test details     --------------------
        Number                  Title                                                                            A    B    C    D
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1. Performance
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1.a...................  Taxi
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1.a.1.................  Minimum Radius Turn.  3 ft      Ground..............  Record both Main and        X    X    X
                                               (0.9 m) or 20% of                           Nose gear turning
                                               airplane turn                               radius. This test
                                               radius.                                     is to be
                                                                                           accomplished
                                                                                           without the use of
                                                                                           brakes and only
                                                                                           minimum thrust,
                                                                                           except for
                                                                                           airplanes requiring
                                                                                           asymmetric thrust
                                                                                           or braking to turn.
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[[Page 59626]]

 
1.a.2.................  Rate of Turn vs.      10% or    Ground..............  Record a minimum of         X    X    X
                         Nosewheel Steering    2[deg]/                         two speeds, greater
                         Angle (NWA).          sec. turn rate.                             than minimum
                                                                                           turning radius
                                                                                           speed, with a
                                                                                           spread of at least
                                                                                           5 knots groundspeed.
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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.).
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1.b.1.................  Ground Acceleration   5% time   Takeoff.............  Record acceleration    X    X    X    X   May be combined with
                         Time and Distance.    and distance or                             time and distance                         normal takeoff
                                               5% time                         for a minimum of                          (1.b.4.) or
                                               and 200                         80% of the time                           rejected takeoff
                                               ft (61 m) of                                from brake release                        (1.b.7.). Plotted
                                               distance.                                   to VR.                                    data should be
                                                                                          Preliminary aircraft                       shown using
                                                                                           certification data                        appropriate scales
                                                                                           may be used..                             for each portion of
                                                                                                                                     the maneuver.
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1.b.2.................  Minimum Control       25% of    Takeoff.............  Engine failure speed   X    X    X    X   If a Vmcg test is
                         Speed--ground         maximum airplane                            must be within                            not available an
                         (Vmcg) using          lateral deviation                           1 knot                        acceptable
                         aerodynamic           or 5 ft                         of airplane engine                        alternative is a
                         controls only (per    (1.5 m).                                    failure speed.                            flight test snap
                         applicable            Additionally, for                           Engine thrust decay                       engine deceleration
                         airworthiness         those simulators of                         must be that                              to idle at a speed
                         standard) or          airplanes with                              resulting from the                        between V1 and V1 -
                         alternative low       reversible flight                           mathematical model                        10 knots, followed
                         speed engine          control systems:                            for the engine                            by control of
                         inoperative test to   Rudder pedal force;                         variant applicable                        heading using
                         demonstrate ground    10% or                          to the full flight                        aerodynamic control
                         control               5 lb                            simulator under                           only. Recovery
                         characteristics.      (2.2 daN).                                  test. If the                              should be achieved
                                                                                           modeled engine is                         with the main gear
                                                                                           not the same as the                       on the ground. To
                                                                                           airplane                                  ensure only
                                                                                           manufacturer's                            aerodynamic control
                                                                                           flight test engine,                       is used, nosewheel
                                                                                           a further test may                        steering should be
                                                                                           be run with the                           disabled (i.e.,
                                                                                           same initial                              castored) or the
                                                                                           conditions using                          nosewheel held
                                                                                           the thrust from the                       slightly off the
                                                                                           flight test data as                       ground.
                                                                                           the driving
                                                                                           parameter.
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1.b.3.................  Minimum Unstick       3 kts     Takeoff.............  Record main landing    X    X    X    X   Vmu is defined as
                         Speed (Vmu) or        airspeed 1.5[deg]                              compression or                            at which the last
                         demonstrate early     pitch angle.                                equivalent air/                           main landing gear
                         rotation takeoff                                                  ground signal.                            leaves the ground.
                         characteristics.                                                  Record from 10 kt                         Main landing gear
                                                                                           before start of                           strut compression
                                                                                           rotation until at                         or equivalent air/
                                                                                           least 5 seconds                           ground signal
                                                                                           after the                                 should be recorded.
                                                                                           occurrence of main                        If a Vmu test is
                                                                                           gear lift-off.                            not available,
                                                                                                                                     alternative
                                                                                                                                     acceptable flight
                                                                                                                                     tests are a
                                                                                                                                     constant high-
                                                                                                                                     attitude take-off
                                                                                                                                     run through main
                                                                                                                                     gear lift-off or an
                                                                                                                                     early rotation take-
                                                                                                                                     off.
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[[Page 59627]]

 
1.b.4.................  Normal Takeoff......  3 kts     Takeoff.............  Record takeoff         X    X    X    X   This test may be
                                               airspeed 1.5[deg]                              release to at least                       acceleration time
                                               pitch angle 1.5[deg]                              ground level (AGL).                       (1.b.1.). Plotted
                                               angle of attack                             If the airplane has                       data should be
                                               20 ft                           more than one                             shown using
                                               (6 m) height.                               certificated                              appropriate scales
                                               Additionally, for                           takeoff                                   for each portion of
                                               those simulators of                         configurations, a                         the maneuver.
                                               airplanes with                              different
                                               reversible flight                           configuration must
                                               control systems:                            be used for each
                                               Stick/Column Force;                         weight. Data are
                                               10% or                          required for a
                                               5 lb                            takeoff weight at
                                               (2.2 daN).                                  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.
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1.b.5.................  Critical Engine       3 kts     Takeoff.............  Record takeoff         X    X    X    X
                         Failure on Takeoff.   airspeed 1.5[deg]                              maximum takeoff
                                               pitch angle, 1.5[deg]                              to engine failure
                                               angle of attack,                            to at least 200 ft
                                               20 ft                           (61 m) AGL. Engine
                                               (6 m) height, 3[deg]                                be within 3 kts of
                                               2[deg]                          airplane data.
                                               bank angle, 2[deg]
                                               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).
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1.b.6.................  Crosswind Takeoff...  3 kts     Takeoff.............  Record takeoff         X    X    X    X   In those situations
                                               airspeed, 1.5[deg]                              release to at least                       crosswind or a
                                               pitch angle, 1.5[deg]                              Requires test data,                       demonstrated
                                               angle of attack,                            including                                 crosswind is not
                                               20 ft                           information on wind                       known, contact the
                                               (6 m) height, 2[deg] bank                           crosswind component
                                               angle, 2[deg]sidesli                         the maximum wind
                                               p angle; 3[deg]                                (10 m) above the
                                               heading angle.                              runway.
                                               Correct trend at
                                               groundspeeds below
                                               40 kts. for rudder/
                                               pedal and heading.
                                               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 (1.3daN)
                                               wheel force, 10% or 5 lb (2.2
                                               daN) rudder pedal
                                               force.
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[[Page 59628]]

 
1.b.7.................  Rejected Takeoff....  5% time   Takeoff.............  Record time and        X    X    X    X   Autobrakes will be
                                               or 1.5                          distance from brake                       used where
                                               sec 7.5% distance                         stop. Speed for
                                               or 250                          initiation of the
                                               ft (76                          reject must be at
                                               m).                                         least 80% of V1
                                                                                           speed. The airplane
                                                                                           must be at or near
                                                                                           the maximum takeoff
                                                                                           gross weight. Use
                                                                                           maximum braking
                                                                                           effort, auto or
                                                                                           manual.
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1.b.8.................  Dynamic Engine        20% or    Takeoff.............  Engine failure speed             X    X   For safety
                         Failure After         2[deg]/                         must be within                            considerations,
                         Takeoff.              sec body angular                            3 Kts                         airplane flight
                                               rates.                                      of airplane data.                         test may be
                                                                                           Record Hands Off                          performed out of
                                                                                           from 5 secs. before                       ground effect at a
                                                                                           to at least 5 secs.                       safe altitude, but
                                                                                           after engine                              with correct
                                                                                           failure or 30[deg]                        airplane
                                                                                           Bank, whichever                           configuration and
                                                                                           occurs first.                             airspeed.
                                                                                           Engine failure may
                                                                                           be a snap
                                                                                           deceleration to
                                                                                           idle.
                                                                                          (CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control state.).
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1.c...................  Climb
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1.c.1.................  Normal Climb, all     3 kts     Clean...............  Flight test data is    X    X    X    X
                         engines operating.    airspeed, 5% or 100 FPM (0.5                          performance manual
                                               m/Sec.) climb rate.                         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.
                                                                                           (300 m).
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1.c.2.................  One engine            3 kts     For part 23           Flight test data is    X    X    X    X
                         Inoperative.          airspeed, 5% or 100 FPM (0.5    part 23. For part     performance manual
                                               m/Sec.) climb rate,   25 airplanes,         data is an
                                               but not less than     Second Segment        acceptable
                                               the climb gradient    Climb.                alternative. Test
                                               requirements of 14                          at weight,
                                               CFR part 23 or part                         altitude, or
                                               25, as appropriate.                         temperature
                                                                                           limiting
                                                                                           conditions. Record
                                                                                           at nominal climb
                                                                                           speed. Flight
                                                                                           simulator
                                                                                           performance must be
                                                                                           recorded over an
                                                                                           interval of at
                                                                                           least 1,000 ft.
                                                                                           (300 m).
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1.c.3.................  One Engine            10%       Clean...............  Record results for               X    X
                         Inoperative En        time, 10% distance,                         (1550 m) climb
                                               10%                             segment. Flight
                                               fuel used.                                  test data or
                                                                                           airplane
                                                                                           performance manual
                                                                                           data may be used.
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[[Page 59629]]

 
1.c.4.................  One Engine            3 kts     Approach............  Record results at      X    X    X    X   The airplane should
                         Inoperative           airspeed, 5% or 100 FPM (0.5                          defined in Appendix                       ice systems
                         conditions are        m/Sec.) climb rate,                         F. Flight test data                       operating normally,
                         authorized).          but not less than                           or airplane                               with the gear up
                                               the climb gradient                          performance manual                        and go-around flaps
                                               requirements of 14                          data may be used.                         set. All icing
                                               CFR parts 23 or 25                          Flight simulator                          accountability
                                               climb gradient, as                          performance must be                       considerations
                                               appropriate.                                recorded over an                          should be applied
                                                                                           interval of at                            in accordance with
                                                                                           least 1,000 ft.                           the aircraft
                                                                                           (300 m).                                  certification or
                                                                                                                                     authorization for
                                                                                                                                     an approach in
                                                                                                                                     icing conditions.
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1.d...................  Cruise/Descent
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1.d.1.................  Level flight          5% Time.  Cruise..............  Record results for a   X    X    X    X
                         acceleration.                                                     minimum of 50 kts
                                                                                           speed increase
                                                                                           using maximum
                                                                                           continuous thrust
                                                                                           rating or
                                                                                           equivalent.
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1.d.2.................  Level flight          5% Time.  Cruise..............  Record results for a   X    X    X    X
                         deceleration.                                                     minimum of 50 kts.
                                                                                           speed decrease
                                                                                           using idle power.
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1.d.3.................  Cruise performance..  0.05 EPR  Cruise..............  May be a single                  X    X
                                               or 5%                           snapshot showing
                                               of N1, or 5% of Torque,                         flow or a minimum
                                               5% of                           of 2 consecutive
                                               fuel flow.                                  snapshots with a
                                                                                           spread of at least
                                                                                           3 minutes in steady
                                                                                           flight.
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1.d.4.................  Idle descent........  3 kt      Clean...............  Record a stabilized,   X    X    X    X
                                               airspeed, 5% or 200 ft/min                            speed at mid-
                                               (1.0m/sec) descent                          altitude. Flight
                                               rate.                                       simulator
                                                                                           performance must be
                                                                                           recorded over an
                                                                                           interval of at
                                                                                           least 1,000 ft.
                                                                                           (300 m).
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1.d.5.................  Emergency descent...  5 kt      N/A.................  Performance must be    X    X    X    X   The stabilized
                                               airspeed, 5% or 300 ft/min                            least 3,000 ft (900                       speed brakes
                                               (1.5m/s) descent                            m).                                       extended, if
                                               rate.                                                                                 applicable, at mid-
                                                                                                                                     altitude and near
                                                                                                                                     Vmo speed or in
                                                                                                                                     accordance with
                                                                                                                                     emergency descent
                                                                                                                                     procedures.
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1.e...................  Stopping
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[[Page 59630]]

 
1.e.1.................  Stopping time and     5% of     Landing.............  Record time and        X    X    X    X
                         distance, using       time. For distance                          distance for at
                         manual application    up to 4000 ft (1220                         least 80% of the
                         of wheel brakes and   m): 200                         total time from
                         no reverse thrust     ft (61 m) or 10%,                                  stop. Data is
                                               whichever is                                required for
                                               smaller. For                                weights at medium
                                               distance greater                            and near maximum
                                               than 4000 ft (1220                          landing weights.
                                               m): 5%                          Data for brake
                                               of distance.                                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.
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1.e.2.................  Stopping time and     5% time   Landing.............  Record time and        X    X    X    X
                         distance, using       and the smaller of                          distance for at
                         reverse thrust and    10% or                          least 80% of the
                         no wheel brakes on    200 ft                          total time from
                         a dry runway.         (61 m) of distance.                         initiation of
                                                                                           reverse thrust to
                                                                                           the minimum
                                                                                           operating speed
                                                                                           with full reverse
                                                                                           thrust. Data is
                                                                                           required for medium
                                                                                           and near maximum
                                                                                           landing gross
                                                                                           weights. Data on
                                                                                           the position of
                                                                                           ground spoilers,
                                                                                           (including method
                                                                                           of deployment, if
                                                                                           used) must be
                                                                                           provided.
                                                                                           Engineering data
                                                                                           may be used for the
                                                                                           medium gross weight
                                                                                           condition.
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1.e.3.................  Stopping distance,    10% of    Landing.............  Either flight test               X    X
                         using wheel brakes    distance or 200 ft (61 m).                        manufacturer's
                         thrust on a wet                                                   performance manual
                         runway.                                                           data must be used
                                                                                           where available.
                                                                                           Engineering data
                                                                                           based on dry runway
                                                                                           flight test
                                                                                           stopping distance
                                                                                           modified by the
                                                                                           effects of
                                                                                           contaminated runway
                                                                                           braking
                                                                                           coefficients are an
                                                                                           acceptable
                                                                                           alternative.
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1.e.4.................  Stopping distance,    10% of    Landing.............  Either flight test               X    X
                         using wheel brakes    distance or 200 ft (61 m).                        performance manual
                         thrust on an icy                                                  data must be used,
                         runway.                                                           where available.
                                                                                           Engineering data
                                                                                           based on dry runway
                                                                                           flight test
                                                                                           stopping distance
                                                                                           modified by the
                                                                                           effects of
                                                                                           contaminated runway
                                                                                           braking
                                                                                           coefficients are an
                                                                                           acceptable
                                                                                           alternative.
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1.f...................  Engines
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[[Page 59631]]

 
1.f.1.................  Acceleration........  10% Tt    Approach or landing.  Record engine power    X    X    X    X   Ti, is the total
                                               and 10%                         (N1, N2, EPR,                             time from initial
                                               Ti, or 0.25 sec.                             idle to go-around                         until reaching a
                                                                                           power for a rapid                         10% response of
                                                                                           (slam) throttle                           engine power. Tt is
                                                                                           movement.                                 the total time from
                                                                                                                                     initial throttle
                                                                                                                                     movement to
                                                                                                                                     reaching 90% of go
                                                                                                                                     around power.
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1.f.2.................  Deceleration........  10% Tt    Ground..............  Record engine power    X    X    X    X   Ti, is the total
                                               and 10%                         (N1, N2, EPR,                             time from initial
                                               Ti, or                        throttle movement
                                               minus>0.25 sec.                             O power to 90%                            until reaching a
                                                                                           decay of Max T/O                          10% response of
                                                                                           power for a rapid                         engine power. Tt is
                                                                                           (slam) throttle                           the total time from
                                                                                           movement.                                 initial throttle
                                                                                                                                     movement to
                                                                                                                                     reaching 90% decay
                                                                                                                                     of maximum takeoff
                                                                                                                                     power.
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2. Handling Qualities
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                        For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,                      Contact the NSPM for
                         rudder pedal), special test fixtures will not be required during initial or upgrade                         clarification of
                         evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results                       any issue regarding
                         of an alternative approach, such as computer plots produced concurrently, that                              airplanes with
                         provide satisfactory agreement. Repeat of the alternative method during the initial                         reversible
                         or upgrade evaluation would then satisfy this test requirement. For initial and                             controls.
                         upgrade evaluations, the control dynamic characteristics must be measured at and
                         recorded directly from the flight deck controls, and must be accomplished in takeoff,
                         cruise, and landing flight conditions and configurations. Testing of position versus
                         force is not applicable if forces are generated solely by use of airplane hardware in
                         the full flight simulator
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2.a...................  Static Control Tests
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2.a.1.a...............  Pitch Controller      2 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (0.9 daN) breakout,                         an uninterrupted                          be validated (where
                         and Surface           10% or                          control sweep to                          possible) with in-
                         Position              5 lb                            the stops.                                flight data from
                         Calibration.          (2.2 daN) force,                                                                      tests such as
                                               2[deg]                                                                    longitudinal static
                                               elevator.                                                                             stability or
                                                                                                                                     stalls. Static and
                                                                                                                                     dynamic flight
                                                                                                                                     control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
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2.a.1.b...............  (Reserved)
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2.a.2.a...............  Roll Controller       2 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (0.9 daN) breakout,                         an uninterrupted                          be validated with
                         and Surface           10% or                          control sweep to                          in-flight data from
                         Position              3 lb                            the stops.                                tests such as
                         Calibration.          (1.3 daN) force,                                                                      engine out trims,
                                               2[deg]                                                                    steady state or
                                               aileron, 3[deg]                                                                          and dynamic flight
                                               spoiler angle.                                                                        control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
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2.a.2.b...............  (Reserved)
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2.a.3.a...............  Rudder Pedal          5 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (2.2 daN) breakout,                         an uninterrupted                          be validated with
                         and Surface           10% or                          control sweep to                          in-flight data from
                         Position              5 lb                            the stops.                                tests such as
                         Calibration.          (2.2 daN) force,                                                                      engine out trims,
                                               2[deg]                                                                    steady state or
                                               rudder angle.                                                                         sideslips. Static
                                                                                                                                     and dynamic flight
                                                                                                                                     control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
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[[Page 59632]]

 
2.a.3.b...............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4.................  Nosewheel Steering    2 lb      Ground..............  Record results of an   X    X    X    X
                         Controller Force      (0.9 daN) breakout,                         uninterrupted
                         and Position          10% or                          control sweep to
                         Calibration.          3 lb                            the stops.
                                               (1.3 daN) force,
                                               2[deg]
                                               nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5.................  Rudder Pedal          2[deg]    Ground..............  Record results of an   X    X    X    X
                         Steering              nosewheel angle.                            uninterrupted
                         Calibration.                                                      control sweep to
                                                                                           the stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6.................  Pitch Trim Indicator  0.5[deg]  Ground..............  ....................   X    X    X    X   The purpose of the
                         vs. Surface           of computed trim                                                                      test is to compare
                         Position              surface angle.                                                                        full flight
                         Calibration.                                                                                                simulator against
                                                                                                                                     design data or
                                                                                                                                     equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7.................  Pitch Trim Rate.....  10% trim  Ground and approach.  The trim rate must     X    X    X    X
                                               rate ([deg]/sec).                           be checked using
                                                                                           the pilot primary
                                                                                           trim (ground) and
                                                                                           using the autopilot
                                                                                           or pilot primary
                                                                                           trim in flight at
                                                                                           go-around flight
                                                                                           conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8.................  Alignment of Flight   5[deg]    Ground..............  Requires               X    X    X    X
                         Deck Throttle Lever   of throttle lever                           simultaneous
                         vs. Selected Engine   angle, or 3% N1, or                             engines. The
                                               .03                             tolerances apply
                                               EPR, or 3% maximum                            data and between
                                               rated manifold                              engines. In the
                                               pressure, or 3% torque.                            powered airplanes,
                                               For propeller-                              if a propeller
                                               driven airplanes                            lever is present,
                                               where the propeller                         it must also be
                                               control levers do                           checked. For
                                               not have angular                            airplanes with
                                               travel, a tolerance                         throttle
                                               of 0.8                          ``detents,'' all
                                               inch (2                         detents must be
                                               cm) applies.                                presented. May be a
                                                                                           series of snapshot
                                                                                           test results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9.................  Brake Pedal Position  5 lb      Ground..............  Hydraulic system       X    X    X    X   Full flight
                         vs. Force and Brake   (2.2 daN) or 10%                            pressure must be                          simulator computer
                         System Pressure       force, 150 psi (1.0                          position through a                        be used to show
                                               MPa) or 10% brake
                                               system pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b...................  Dynamic Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        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.
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[[Page 59633]]

 
2.b.1.................  Pitch Control.......  For underdamped       Takeoff, Cruise, and  Data must show                   X    X   ``n'' is the
                                               systems: 10% of time                           displacement in                           of a full cycle of
                                               from 90% of initial                         both directions.                          oscillation. Refer
                                               displacement (0.9                           Tolerances apply                          to paragraph 4 of
                                               Ad) to first zero                           against the                               this attachment for
                                               crossing and 10 (n+1)% of                          each period                               Static and dynamic
                                               period thereafter.                          (considered                               flight control
                                               10%                             independently).                           tests should be
                                               amplitude of first                          Normal control                            accomplished at the
                                               overshoot applied                           displacement for                          same feel or impact
                                               to all overshoots                           this test is 25% to                       pressures.
                                               greater than 5% of                          50% of full throw
                                               initial                                     or 25% to 50% of
                                               displacement (.05                           the maximum
                                               Ad). 1                          allowable pitch
                                               overshoot (first                            controller
                                               significant                                 deflection for
                                               overshoot must be                           flight conditions
                                               matched).                                   limited by the
                                               For overdamped                              maneuvering load
                                               systems: 10% of time
                                               from 90% of initial
                                               displacement (0.9
                                               Ad) to 10% of
                                               initial
                                               displacement (0.1
                                               Ad)..
                                              For the alternate
                                               method see
                                               paragraph 4 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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2.................  Roll Control........  For underdamped       Takeoff, Cruise, and  Data must show                   X    X   ``n'' is the
                                               systems: 10% of time                           displacement in                           of a full cycle of
                                               from 90% of initial                         both directions.                          oscillation. Refer
                                               displacement (0.9                           Tolerances apply                          to paragraph 4 of
                                               Ad) to first zero                           against the                               this attachment for
                                               crossing, and 10 (n+1)% of                          each period                               Static and dynamic
                                               period thereafter.                          (considered                               flight control
                                              10%                              independently).                           tests should be
                                               amplitude of first                          Normal control                            accomplished at the
                                               overshoot, applied                          displacement for                          same feel or impact
                                               to all overshoots                           this test is 25% to                       pressures.
                                               greater than 5% of                          50% of full throw
                                               initial                                     or 25% to 50% of
                                               displacement (.05                           maximum allowable
                                               Ad), 1                          roll controller
                                               overshoot (first                            deflection for
                                               significant                                 flight conditions
                                               overshoot must be                           limited by the
                                               matched)..                                  maneuvering load
                                              For overdamped                               envelope.
                                               systems: 10% of time
                                               from 90% of initial
                                               displacement (0.9
                                               Ad) to 10% of
                                               initial
                                               displacement
                                               (0.1Ad)..
                                              For the alternate
                                               method see
                                               paragraph 4 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..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59634]]

 
2.b.3.................  Yaw Control.........  For underdamped       Takeoff, Cruise, and  Data must show                   X    X   ``n'' is the
                                               systems: 10% of time                           displacement in                           of a full cycle of
                                               from 90% of initial                         both directions.                          oscillation. Refer
                                               displacement (0.9                           Tolerances apply                          to paragraph 4 of
                                               Ad) to first zero                           against the                               this attachment for
                                               crossing, and 10 (n+1)% of                          each period                               Static and dynamic
                                               period thereafter.                          (considered                               flight control
                                              10%                              independently).                           tests should be
                                               amplitude of first                          Normal control                            accomplished at the
                                               overshoot applied                           displacement for                          same feel or impact
                                               to all overshoots                           this test is 25% to                       pressures.
                                               greater than 5% of                          50% of full throw.
                                               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
                                               (0.1Ad)..
                                              For the alternate
                                               method (see
                                               paragraph 4 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         0.15[deg]/sec                         be typical of minor
                                               body pitch rate or                          corrections made
                                               20% of                          while established
                                               peak body pitch                             on an ILS approach
                                               rate applied                                course, using from
                                               throughout the time                         0.5[deg]/sec to
                                               history.                                    2[deg]/sec pitch
                                                                                           rate. The test must
                                                                                           be in both
                                                                                           directions, showing
                                                                                           time history data
                                                                                           from 5 seconds
                                                                                           before until at
                                                                                           least 5 seconds
                                                                                           after initiation of
                                                                                           control input.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59635]]

 
2.b.5.................  Small Control         0.15[deg]/sec                         be typical of minor
                                               body roll rate or                           corrections made
                                               20% of                          while established
                                               peak body roll rate                         on an ILS approach
                                               applied throughout                          course, using from
                                               the time history.                           0.5[deg]/sec to
                                                                                           2[deg]/sec roll
                                                                                           rate. The test may
                                                                                           be run in only one
                                                                                           direction; however,
                                                                                           for airplanes that
                                                                                           exhibit non-
                                                                                           symmetrical
                                                                                           behavior, the test
                                                                                           must include both
                                                                                           directions. Time
                                                                                           history data must
                                                                                           be recorded from 5
                                                                                           seconds before
                                                                                           until at least 5
                                                                                           seconds after
                                                                                           initiation of
                                                                                           control input.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.6.................  Small Control         0.15[deg]/sec                         be typical of minor
                                               body yaw rate or                            corrections made
                                               20% of                          while established
                                               peak body yaw rate                          on an ILS approach
                                               applied throughout                          course, using from
                                               the time history.                           0.5[deg]/sec to
                                                                                           2[deg]/sec yaw
                                                                                           rate. The test may
                                                                                           be run in only one
                                                                                           direction; however,
                                                                                           for airplanes that
                                                                                           exhibit non-
                                                                                           symmetrical
                                                                                           behavior, the test
                                                                                           must include both
                                                                                           directions. Time
                                                                                           history data must
                                                                                           be recorded from 5
                                                                                           seconds before
                                                                                           until at least 5
                                                                                           seconds after
                                                                                           initiation of
                                                                                           control input.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c...................  Longitudinal Control Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1.................  Power Change          3 kt      Approach............  Power is changed       X    X    X    X
                         Dynamics.             airspeed, 100 ft (30 m)                         setting required
                                               altitude, 20% or 1.5[deg]                              maximum continuous
                                               pitch angle.                                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..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59636]]

 
2.c.2.................  Flap/Slat Change      3 kt      Takeoff through       Record the             X    X    X    X
                         Dynamics.             airspeed, 100 ft (30 m)   retraction, and       response from at
                                               altitude, 20% or 1.5[deg]                              configuration
                                               pitch angle.                                change is initiated
                                                                                           to 15 seconds after
                                                                                           the configuration
                                                                                           change is completed.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.................  Spoiler/Speedbrake    3 kt      Cruise..............  Record the             X    X    X    X
                         Change Dynamics.      airspeed, 100 ft (30 m)                         response from at
                                               altitude, 20% or 1.5[deg]                              configuration
                                               pitch angle.                                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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4.................  Gear Change Dynamics  3 kt      Takeoff               Record the time        X    X    X    X
                                               airspeed, 100 ft (30 m)   Approach              uncontrolled free
                                               altitude, 20% or 1.5[deg]                              least 5 seconds
                                               pitch angle.                                before the
                                                                                           configuration
                                                                                           change is initiated
                                                                                           to 15 seconds after
                                                                                           the configuration
                                                                                           change is completed.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.5.................  Longitudinal Trim...  0.5[deg]  Cruise, Approach,     Record steady-state    X    X    X    X
                                               trim surface angle    and Landing.          condition with
                                               1[deg]                          wings level and
                                               elevator 1[deg] pitch                          level flight. May
                                               angle 5% net thrust                         snapshot tests.
                                               or equivalent.                             CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59637]]

 
2.c.6.................  Longitudinal          5 lb      Cruise, Approach,     Continuous time        X    X    X    X
                         Maneuvering           (2.2      and Landing.          history data or a
                         Stability (Stick      daN) or g).             minus>10% pitch                             tests may be used.
                                               controller force.                           Record results up
                                              Alternative method:                          to 30[deg] of bank
                                               1[deg]                          for approach and
                                               or 10%                          landing
                                               change of elevator..                        configurations.
                                                                                           Record results for
                                                                                           up to 45[deg] of
                                                                                           bank for the cruise
                                                                                           configuration. The
                                                                                           force tolerance is
                                                                                           not applicable if
                                                                                           forces are
                                                                                           generated solely by
                                                                                           the use of airplane
                                                                                           hardware in the
                                                                                           full flight
                                                                                           simulator.
                                                                                          The alternative
                                                                                           method applies to
                                                                                           airplanes that do
                                                                                           not exhibit ``stick-
                                                                                           force-per-g''
                                                                                           characteristics..
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.7.................  Longitudinal Static   5 lb      Approach............  Record results for     X    X    X    X
                         Stability.            (2.2                            at least 2 speeds
                                               daN) or 10% pitch                             below trim speed.
                                               controller force.                           May be a series of
                                              Alternative method:                          snapshot test
                                               1[deg]                          results. The force
                                               or 10%                          tolerance is not
                                               change of elevator..                        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
                                                                                           or Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.8.................  Stall                 3 kt      Second Segment        The stall maneuver     X    X    X    X
                         Characteristics.      airspeed for          Climb, and Approach   must be entered
                                               initial buffet,       or Landing.           with thrust at or
                                               stall warning, and                          near idle power and
                                               stall speeds. 2[deg] bank                           Record the stall
                                               for speeds greater                          warning signal and
                                               than stick shaker                           initial buffet, if
                                               or initial buffet.                          applicable. Time
                                              Additionally, for                            history data must
                                               those simulators                            be recorded for
                                               with reversible                             full stall and
                                               flight control                              initiation of
                                               systems: 10% or 5 lb (2.2                             occur in the proper
                                               daN)) Stick/Column                          relation to buffet/
                                               force (prior to ``g                         stall. Full flight
                                               break'' only)..                             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..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59638]]

 
2.c.9.................  Phugoid Dynamics....  10%       Cruise..............  The test must          X    X    X    X
                                               period, 10% of time                           is less of the
                                               to \1/2\ or double                          following: Three
                                               amplitude or .02 of                                overshoots after
                                               damping ratio.                              the input is
                                                                                           completed), or the
                                                                                           number of cycles
                                                                                           sufficient to
                                                                                           determine time to
                                                                                           \1/2\ or double
                                                                                           amplitude.
                                                                                          CCA: Test in Non-
                                                                                           normal control
                                                                                           states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10................  Short Period          1.5[deg]  Cruise..............  CCA: Test in Normal         X    X    X
                         Dynamics.             pitch angle or                              and Non-normal
                                               2[deg]/                         control states.
                                               sec pitch rate,
                                               0.10g
                                               acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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       3 kt      Takeoff or Landing    Takeoff thrust must    X    X    X    X   Low Speed Engine
                         Speed, Air (Vmca or   airspeed.             (whichever is most    be used on the                            Inoperative
                         Vmcl), per                                  critical in the       operating                                 Handling may be
                         Applicable                                  airplane).            engine(s). A time                         governed by a
                         Airworthiness                                                     history or a series                       performance or
                         Standard or Low                                                   of snapshot tests                         control limit that
                         Speed Engine                                                      may be used.                              prevents
                         Inoperative                                                      CCA: Test in Normal                        demonstration of
                         Handling                                                          and Non-normal                            Vmca in the
                         Characteristics in                                                control states..                          conventional
                         the Air.                                                                                                    manner.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2.................  Roll Response (Rate)  10% or    Cruise, and Approach  Record results for     X    X    X    X
                                               2[deg]/   or Landing.           normal roll
                                               sec roll rate.                              controller
                                              Additionally, for                            deflection (about
                                               those simulators of                         one-third of
                                               airplanes with                              maximum roll
                                               reversible flight                           controller travel).
                                               control systems:                            May be combined
                                               10% or                          with step input of
                                               3lb                             flight deck roll
                                               (1.3 daN) wheel                             controller test
                                               force..                                     (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.................  Roll Response to      10% or    Approach or Landing.  Record from            X    X    X    X   With wings level,
                         Flight deck Roll      2[deg]                          initiation of roll                        apply a step roll
                         Controller Step       bank angle.                                 through 10 seconds                        control input using
                         Input.                                                            after control is                          approximately one-
                                                                                           returned to neutral                       third of the roll
                                                                                           and released. May                         controller travel.
                                                                                           be combined with                          When reaching
                                                                                           roll response                             approximately
                                                                                           (rate) test (2.d.2).                      20[deg] to 30[deg]
                                                                                          CCA: Test in Normal                        of bank, abruptly
                                                                                           and Non-normal                            return the roll
                                                                                           control states..                          controller to
                                                                                                                                     neutral and allow
                                                                                                                                     approximately 10
                                                                                                                                     seconds of airplane
                                                                                                                                     free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4.................  Spiral Stability....  Correct trend and     Cruise, and Approach  Record results for     X    X    X    X
                                               2[deg]    or Landing.           both directions.
                                               or 10%                          Airplane data
                                               bank angle in 20                            averaged from
                                               seconds.                                    multiple tests may
                                              Alternate test                               be used. As an
                                               requires correct                            alternate test,
                                               trend and 2[deg]                                lateral control
                                               aileron..                                   required to
                                                                                           maintain a steady
                                                                                           turn with a bank
                                                                                           angle of 28[deg] to
                                                                                           32[deg].
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59639]]

 
2.d.5.................  Engine Inoperative    1[deg]    Second Segment        May be a series of     X    X    X    X   The test should be
                         Trim.                 rudder angle or       Climb, and Approach   snapshot tests.                           performed in a
                                               1[deg]    or Landing.                                                     manner similar to
                                               tab angle or                                                                          that for which a
                                               equivalent pedal,                                                                     pilot is trained to
                                               2[deg]                                                                    trim an engine
                                               sideslip angle.                                                                       failure condition.
                                                                                                                                     Second segment
                                                                                                                                     climb test should
                                                                                                                                     be at takeoff
                                                                                                                                     thrust. Approach or
                                                                                                                                     landing test should
                                                                                                                                     be at thrust for
                                                                                                                                     level flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.................  Rudder Response.....  2[deg]/   Approach or Landing.  Record results for     X    X    X    X
                                               sec or 10% yaw rate..                        augmentation system
                                                                                           ON and OFF. A
                                                                                           rudder step input
                                                                                           of 20%-30% rudder
                                                                                           pedal throw is used.
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.7.................  Dutch Roll, (Yaw      0.5 sec   Cruise, and Approach  Record results for     X    X    X    X
                         Damper OFF).          or 10%    or Landing.           at least 6 complete
                                               of period, 10% of time                           stability
                                               to \1/2\ or double                          augmentation OFF.
                                               amplitude or .02 of                                normal control
                                               damping ratio.                              states..
                                               20% or
                                               1 sec
                                               of time difference
                                               between peaks of
                                               bank and sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8.................  Steady State          For given rudder      Approach or Landing.  May be a series of     X    X    X    X
                         Sideslip.             position 2[deg] bank                           results using at
                                               angle, 1[deg]                                positions.
                                               sideslip angle,                             Propeller driven
                                               10% or                          airplanes must test
                                               2[deg]                          in each direction.
                                               aileron, 10% or 5[deg]
                                               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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e...................  Landings
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.1.................  Normal Landing......  3 kt      Landing.............  Record results from         X    X    X   Tests should be
                                               airspeed, 1.5[deg]                              (61 m) AGL to nose-                       normal landing flap
                                               pitch angle, 1.5[deg]                             CCA: Test in Normal                        applicable). One
                                               angle of attack,                            and Non-normal                            should be at or
                                               10% or                          control states..                          near maximum
                                               10 ft                                                                     certificated
                                               (3 m) height.                                                                         landing weight. The
                                              Additionally, for                                                                      other should be at
                                               those simulators of                                                                   light or medium
                                               airplanes with                                                                        landing weight.
                                               reversible flight
                                               control systems:
                                               10% or
                                               5 lbs
                                               (2.2
                                               daN) stick/column
                                               force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59640]]

 
2.e.2.................  Minimum Flap Landing  3 kt      Minimum Certified     Record results from              X    X
                                               airspeed, 1.5[deg]        Configuration.        (61 m) AGL to
                                               pitch angle, 1.5[deg]                              with airplane at or
                                               angle of attack,                            near Maximum
                                               10% or                          Landing Weight.
                                               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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3.................  Crosswind Landing...  3 kt      Landing.............  Record results from         X    X    X   In those situations
                                               airspeed, 1.5[deg]                              (61 m) AGL, through                       crosswind or a
                                               pitch angle, 1.5[deg]                              touchdown, to 50%                         demonstrated
                                               angle of attack,                            decrease in main                          crosswind is not
                                               10% or                          landing gear                              known, contact the
                                               10 ft                           touchdown speed.                          NSPM.
                                               (3 m) height 2[deg] bank                           include information
                                               angle, 2[deg]                                for a crosswind
                                               sideslip angle                              component of 60% of
                                               3[deg]                          the maximum wind
                                               heading angle.                              measured at 33 ft
                                              Additionally, for                            (10 m) above the
                                               those simulators of                         runway.
                                               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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.4.................  One Engine            3 kt      Landing.............  Record results from         X    X    X
                         Inoperative Landing.  airspeed, 1.5[deg]                              (61 m) AGL, through
                                               pitch angle, 1.5[deg]                              touchdown, to 50%
                                               angle of attack,                            decrease in main
                                               10%                             landing gear
                                               height or 10 ft (3 m);                          less.
                                               2[deg]
                                               bank angle, 2[deg]
                                               sideslip angle,
                                               3[deg]
                                               heading.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.5.................  Autopilot landing     5 ft      Landing.............  If autopilot                X    X    X   Tf = duration of
                         (if applicable).      (1.5 m) flare                               provides rollout                          flare.
                                               height, 0.5 sec Tf,                           lateral deviation
                                               or 10%Tf, 140 ft/min                            main landing gear
                                               (0.7 m/sec) rate of                         touchdown speed or
                                               descent at touch-                           less. Time of
                                               down.                                       autopilot flare
                                              10 ft (3                         mode engage and
                                               m) lateral                                  main gear touchdown
                                               deviation during                            must be noted.
                                               rollout..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.6.................  All engines           3 kt      ....................  Normal, all-engines-        X    X    X
                         operating,            airspeed, 1.5[deg]                              Around with the
                         around.               pitch angle, 1.5[deg]                              (if applicable) at
                                               angle of attack.                            medium landing
                                                                                           weight.
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59641]]

 
2.e.7.................  One engine            3 kt      ....................  The one engine              X    X    X
                         inoperative go        airspeed, 1.5[deg]                              around is required
                                               pitch angle, 1.5[deg]                              certificated
                                               angle of attack,                            landing weight with
                                               2[deg]                          the critical engine
                                               bank angle, 2[deg]                                manual controls. If
                                               slideslip angle.                            applicable, an
                                                                                           additional engine
                                                                                           inoperative go
                                                                                           around test must be
                                                                                           accomplished with
                                                                                           the autopilot
                                                                                           engaged.
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8.................  Directional control   2[deg]/   Landing.............  Record results              X    X    X
                         (rudder               sec yaw rate 5 kts                                 speed approximating
                         symmetric reverse     airspeed.                                   touchdown speed to
                         thrust.                                                           the minimum thrust
                                                                                           reverser operation
                                                                                           speed. With full
                                                                                           reverse thrust,
                                                                                           apply yaw control
                                                                                           in both directions
                                                                                           until reaching
                                                                                           minimum thrust
                                                                                           reverser operation
                                                                                           speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.9.................  Directional control   5 kt      Landing.............  Maintain heading            X    X    X
                         (rudder               airspeed, 3[deg]                                with full reverse
                         asymmetric reverse    heading angle.                              thrust on the
                         thrust.                                                           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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.f...................  Ground Effect
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Test to demonstrate   1[deg]    Landing.............  The Ground Effect           X    X    X   See paragraph on
                         Ground Effect.        elevator 0.5[deg]stabi                         validated by the                          this attachment for
                                               lizer angle, 5% net thrust                         rationale must be                         information.
                                               or equivalent,                              provided for
                                               1[deg]                          selecting the
                                               angle of attack,                            particular test.
                                               10%
                                               height or 5 ft (1.5 m),
                                               3 kt
                                               airspeed, 1[deg] pitch
                                               angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g...................  Windshear
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Four tests, two       See Attachment 5....  Takeoff and Landing.  Requires windshear               X    X   See Attachment 5 for
                         takeoff and two                                                   models that provide                       information related
                         landing, with one                                                 training in the                           to Level A and B
                         of each conducted                                                 specific skills                           simulators.
                         in still air and                                                  needed to recognize
                         the other with                                                    windshear phenomena
                         windshear active to                                               and to execute
                         demonstrate                                                       recovery
                         windshear models.                                                 procedures. See
                                                                                           Attachment 5 for
                                                                                           tests, tolerances,
                                                                                           and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h...................  Flight Maneuver and Envelope Protection Functions
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59642]]

 
                        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. Set thrust as
                         required to reach the envelope protection function.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.1.................  Overspeed...........  5 kt      Cruise..............  ....................        X    X    X
                                               airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2.................  Minimum Speed.......  3 kt      Takeoff, Cruise, and  ....................        X    X    X
                                               airspeed.             Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3.................  Load Factor.........  0.1g      Takeoff, Cruise.....  ....................        X    X    X
                                               normal load factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4.................  Pitch Angle.........  1.5[deg]  Cruise, Approach....  ....................        X    X    X
                                               pitch angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5.................  Bank Angle..........  2[deg]    Approach............  ....................        X    X    X
                                               or 10%
                                               bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.6.................  Angle of Attack.....  1.5[deg]  Second Segment        ....................        X    X    X
                                               angle of attack.      Climb, and Approach
                                                                     or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a...................  Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  The test must          X    X    X    X   This test is not
                                               Capability.                                 demonstrate                               required as part of
                                                                                           frequency response                        continuing
                                                                                           of the motion                             qualification
                                                                                           system.                                   evaluations, and
                                                                                                                                     should be part of
                                                                                                                                     the MQTG.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b...................  Leg balance
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  Required as part of    X    X    X    X
                                               Capability.                                 MQTG but not
                                                                                           required to be
                                                                                           scheduled as part
                                                                                           of continuing
                                                                                           qualification
                                                                                           evaluations.
                                                                                          The test must
                                                                                           demonstrate motion
                                                                                           system leg balance
                                                                                           as specified by the
                                                                                           applicant for
                                                                                           flight simulator
                                                                                           qualification..
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c...................  Turn-around check
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  Required as part of    X    X    X    X
                                               Capability.                                 MQTG but not
                                                                                           required to be
                                                                                           scheduled as part
                                                                                           of continuing
                                                                                           qualification
                                                                                           evaluations.
                                                                                          The test must
                                                                                           demonstrate a
                                                                                           smooth turn-around
                                                                                           (shift to opposite
                                                                                           direction of
                                                                                           movement) of the
                                                                                           motion system as
                                                                                           specified by the
                                                                                           applicant for
                                                                                           flight simulator
                                                                                           qualification..
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d...................  Motion system repeatability
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59643]]

 
                                              With the same input   Accomplished in both  A demonstration is     X    X    X    X   This test ensures
                                               signal, the test      the ``ground'' mode   required and must                         that motion system
                                               results must be       and in the            be made part of the                       hardware and
                                               repeatable to         ``flight'' mode of    MQTG. The                                 software (in normal
                                               within 0.05g actual    operation.            procedures must be                        operating mode)
                                               platform linear                             designed to ensure                        continue to perform
                                               acceleration.                               that the motion                           as originally
                                                                                           system hardware and                       qualified.
                                                                                           software (in normal                       Performance changes
                                                                                           flight simulator                          from the original
                                                                                           operating mode)                           baseline can be
                                                                                           continue to perform                       readily identified
                                                                                           as originally                             with this
                                                                                           qualified.                                information.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e...................  Motion cueing performance signature.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Required as part of MQTG but not required as part of continuing evaluations.                                These tests should
                                                                                                                                     be run with the
                                                                                                                                     motion buffet mode
                                                                                                                                     disabled. See
                                                                                                                                     paragraph 5.d., of
                                                                                                                                     this attachment,
                                                                                                                                     Motion cueing
                                                                                                                                     performance
                                                                                                                                     signature.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.1.................  Takeoff rotation (VR  As specified by the   Ground..............  Pitch attitude due     X    X    X    X   Associated with test
                         to V2).               sponsor for flight                          to initial climb                          1.b.4.
                                               simulator                                   must dominate over
                                               qualification.                              cab tilt due to
                                                                                           longitudinal
                                                                                           acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.2.................  Engine failure        As specified by the   Ground..............  ....................   X    X    X    X   Associated with test
                         between V1 and VR.    sponsor for flight                                                                    1.b.5.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.3.................  Pitch change during   As specified by the   Flight..............  ....................        X    X    X   Associated with test
                         go-around.            sponsor for flight                                                                    2.e.6.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.4.................  Configuration         As specified by the   Flight..............  ....................   X    X    X    X   Associated with
                         changes.              sponsor for flight                                                                    tests 2.c.2. and
                                               simulator                                                                             2.c.4.
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.5.................  Power change          As specified by the   Flight..............  ....................   X    X    X    X   Associated with test
                         dynamics.             sponsor for flight                                                                    2.c.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6.................  Landing flare.......  As specified by the   Flight..............  ....................        X    X    X   Associated with test
                                               sponsor for flight                                                                    2.e.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.7.................  Touchdown bump......  As specified by the   Ground..............  ....................             X    X   Associated with test
                                               sponsor for flight                                                                    2.e.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f...................  Characteristic motion vibrations
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        The recorded test results for characteristic buffets must allow the comparison of
                         relative amplitude versus frequency.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.1.................  Thrust effect with    Simulator test        Ground..............  The test must be                      X
                         brakes set.           results must                                conducted within 5%
                                               exhibit the overall                         of the maximum
                                               appearance and                              possible thrust
                                               trends of the                               with brakes set.
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59644]]

 
3.f.2.................  Buffet with landing   Simulator test        Flight..............  The test must be                      X
                         gear extended.        results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         landing gear
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.3.................  Buffet with flaps     Simulator test        Flight..............  The test must be                      X
                         extended.             results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         flap extension
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4.................  Buffet with           Simulator test        Flight..............  ....................                  X
                         speedbrakes           results must
                         deployed.             exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5.................  Buffet at approach-   Simulator test        Flight..............  The test must be                      X
                         to-stall.             results must                                conducted for
                                               exhibit the overall                         approach to stall.
                                               appearance and                              Post stall
                                               trends of the                               characteristics are
                                               airplane data, with                         not required.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6.................  Buffet at high        Simulator test        Flight..............  ....................                  X   The test may be
                         airspeeds or high     results must                                                                          conducted during
                         Mach.                 exhibit the overall                                                                   either a high speed
                                               appearance and                                                                        maneuver (e.g.,
                                               trends of the                                                                         ``wind-up'' turn)
                                               airplane data, with                                                                   or at high Mach.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.7.................  In-flight vibrations  Simulator test        Flight (clean         ....................                  X
                         for propeller         results must          configuration).
                         driven airplanes.     exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a...................  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test                           See additional
                         4.a., Visual System Response Time Test. This test also suffices for motion system                           information in this
                         response timing and flight deck instrument response timing.)                                                attachment.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1.................  Latency
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59645]]

 
                                              300 ms (or less)      Take-off, cruise,     One test is required   X    X             The visual scene or
                                               after airplane        and approach or       in each axis                              test pattern used
                                               response.             landing.              (pitch, roll and                          during the response
                                                                                           yaw) for each of                          testing should be
                                                                                           the three                                 representative of
                                                                                           conditions (take-                         the system
                                                                                           off, cruise, and                          capacities required
                                                                                           approach or                               to meet the
                                                                                           landing).                                 daylight, twilight
                                                                                                                                     (dusk/dawn) and/or
                                                                                                                                     night visual
                                                                                                                                     capability as
                                                                                                                                     appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              150 ms (or less)      Take-off, cruise,     One test is required             X    X
                                               after airplane        and approach or       in each axis
                                               response.             landing.              (pitch, roll and
                                                                                           yaw) for each of
                                                                                           the three
                                                                                           conditions (take-
                                                                                           off, cruise, and
                                                                                           approach or
                                                                                           landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2.................  Transport Delay
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              300 ms (or less)      N/A.................  A separate test is     X    X             If Transport Delay
                                               after controller                            required in each                          is the chosen
                                               movement.                                   axis (pitch, roll,                        method to
                                                                                           and yaw).                                 demonstrate
                                                                                                                                     relative responses,
                                                                                                                                     the sponsor and the
                                                                                                                                     NSPM will use the
                                                                                                                                     latency values to
                                                                                                                                     ensure proper
                                                                                                                                     simulator response
                                                                                                                                     when reviewing
                                                                                                                                     those existing
                                                                                                                                     tests where latency
                                                                                                                                     can be identified
                                                                                                                                     (e.g., short
                                                                                                                                     period, roll
                                                                                                                                     response, rudder
                                                                                                                                     response).
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              150 ms (or less)      N/A.................  A separate test is               X    X
                                               after controller                            required in each
                                               movement.                                   axis (pitch, roll,
                                                                                           and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b...................  Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1.................  Continuous            Continuous            N/A.................  Required as part of    X    X             A vertical field of
                         collimated visual     collimated field of                         MQTG but not                              view of 30[deg] may
                         field of view.        view providing at                           required as part of                       be insufficient to
                                               least 45[deg]                               continuing                                meet visual ground
                                               horizontal and                              evaluations.                              segment
                                               30[deg] vertical                                                                      requirements.
                                               field of view for
                                               each pilot seat.
                                               Both pilot seat
                                               visual systems must
                                               be operable
                                               simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2.................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59646]]

 
4.b.3.................  Continuous,           Continuous field of   N/A.................  An SOC is required               X    X   The horizontal field
                         collimated, field     view of at least                            and must explain                          of view is
                         of view.              176[deg]                                    the geometry of the                       traditionally
                                               horizontally and 36                         installation.                             described as a
                                               vertically.                                 Horizontal field of                       180[deg] field of
                                                                                           view must be at                           view. However, the
                                                                                           least 176[deg]                            field of view is
                                                                                           (including not less                       technically no less
                                                                                           than 88[deg] either                       than 176[deg].
                                                                                           side of the center                        Field of view
                                                                                           line of the design                        should be measured
                                                                                           eye point).                               using a visual test
                                                                                           Additional                                pattern filling the
                                                                                           horizontal field of                       entire visual scene
                                                                                           view capability may                       (all channels) with
                                                                                           be added at the                           a matrix of black
                                                                                           sponsor's                                 and white 5[deg]
                                                                                           discretion provided                       squares. The
                                                                                           the minimum field                         installed alignment
                                                                                           of view is                                should be addressed
                                                                                           retained. Vertical                        in the SOC.
                                                                                           field of view must
                                                                                           be at least 36[deg]
                                                                                           from each pilot's
                                                                                           eye point. Required
                                                                                           as part of MQTG but
                                                                                           not required as
                                                                                           part of continuing
                                                                                           qualification
                                                                                           evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c...................  (System geometry)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              5[deg] even angular   N/A.................  The angular spacing    X    X    X    X   The purpose of this
                                               spacing within                              of any chosen                             test is to evaluate
                                               1[deg]                          5[deg] square and                         local linearity of
                                               as measured from                            the relative                              the displayed image
                                               either pilot eye                            spacing of adjacent                       at either pilot eye
                                               point and within                            squares must be                           point. System
                                               1.5[deg] for                                within the stated                         geometry should be
                                               adjacent squares.                           tolerances.                               measured using a
                                                                                                                                     visual test pattern
                                                                                                                                     filling the entire
                                                                                                                                     visual scene (all
                                                                                                                                     channels) with a
                                                                                                                                     matrix of black and
                                                                                                                                     white 5[deg]
                                                                                                                                     squares with light
                                                                                                                                     points at the
                                                                                                                                     intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d...................  Surface contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not less than 5:1...  N/A.................  The ratio is                     X    X   Measurements should
                                                                                           calculated by                             be made using a
                                                                                           dividing the                              1[deg] spot
                                                                                           brightness level of                       photometer and a
                                                                                           the center, bright                        raster drawn test
                                                                                           square (providing                         pattern filling the
                                                                                           at least 2 foot-                          entire visual scene
                                                                                           lamberts or 7 cd/                         (all channels) with
                                                                                           m2) by the                                a test pattern of
                                                                                           brightness level of                       black and white
                                                                                           any adjacent dark                         squares, 5[deg] per
                                                                                           square.                                   square, with a
                                                                                          This requirement is                        white square in the
                                                                                           applicable to any                         center of each
                                                                                           level of simulator                        channel. During
                                                                                           equipped with a                           contrast ratio
                                                                                           daylight visual                           testing, simulator
                                                                                           system..                                  aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e...................  Highlight brightness
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59647]]

 
                                              Not less than six     N/A.................  Measure the                      X    X   Measurements should
                                               (6) foot-lamberts                           brightness of a                           be made using a
                                               (20 cd/m\2\).                               white square while                        1[deg] spot
                                                                                           superimposing a                           photometer and a
                                                                                           highlight on that                         raster drawn test
                                                                                           white square. The                         pattern filling the
                                                                                           use of calligraphic                       entire visual scene
                                                                                           capabilities to                           (all channels) with
                                                                                           enhance the raster                        a test pattern of
                                                                                           brightness is                             black and white
                                                                                           acceptable;                               squares, 5[deg] per
                                                                                           however, measuring                        square, with a
                                                                                           lightpoints is not                        white square in the
                                                                                           acceptable. This                          center of each
                                                                                           requirement is                            channel.
                                                                                           applicable to any
                                                                                           level of simulator
                                                                                           equipped with a
                                                                                           daylight visual
                                                                                           system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f...................  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not greater than two  N/A.................  An SOC is required               X    X   The eye will subtend
                                               (2) arc minutes.                            and must include                          two arc minutes
                                                                                           the relevant                              when positioned on
                                                                                           calculations and an                       a 3[deg] glide
                                                                                           explanation of                            slope, 6,876 ft
                                                                                           those calculations.                       slant range from
                                                                                          This requirement is                        the centrally
                                                                                           applicable to any                         located threshold
                                                                                           level of simulator                        of a black runway
                                                                                           equipped with a                           surface painted
                                                                                           daylight visual                           with white
                                                                                           system..                                  threshold bars that
                                                                                                                                     are 16 ft wide with
                                                                                                                                     4-foot gaps between
                                                                                                                                     the bars.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g...................  Light point size
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not greater than      N/A.................  An SOC is required               X    X   Light point size
                                               five (5) arc-                               and must include                          should be measured
                                               minutes.                                    the relevant                              using a test
                                                                                           calculations and an                       pattern consisting
                                                                                           explanation of                            of a centrally
                                                                                           those calculations.                       located single row
                                                                                          This requirement is                        of light points
                                                                                           applicable to any                         reduced in length
                                                                                           level of simulator                        until modulation is
                                                                                           equipped with a                           just discernible in
                                                                                           daylight visual                           each visual
                                                                                           system..                                  channel. A row of
                                                                                                                                     48 lights will form
                                                                                                                                     a 4[deg] angle or
                                                                                                                                     less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h...................  Light point contrast ratio
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.1.................  For Level A and B     Not less than 10:1..  N/A.................  An SOC is required     X    X             A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                           the relevant                              to measure a square
                                                                                           calculations.                             of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59648]]

 
4.h.2.................  For Level C and D     Not less than 25:1..  N/A.................  An SOC is required               X    X   A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                           the relevant                              to measure a square
                                                                                           calculations.                             of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.i...................  Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              The visible segment   Landing               The QTG must contain   X    X    X    X   Pre-position for
                                               in the simulator      configuration,        appropriate                               this test is
                                               must be within 20%    trimmed for           calculations and a                        encouraged but may
                                               of the segment        appropriate           drawing showing the                       be achieved via
                                               computed to be        airspeed, at 100 ft   pertinent data used                       manual or autopilot
                                               visible from the      (30 m) above the      to establish the                          control to the
                                               airplane flight       touchdown zone, on    airplane location                         desired position.
                                               deck. The             glide slope with an   and the segment of
                                               tolerance(s) may be   RVR value set at      the ground that is
                                               applied at either     1,200 ft (350 m).     visible considering
                                               or both ends of the                         design eyepoint,
                                               displayed segment.                          the airplane
                                               However, lights and                         attitude, flight
                                               ground objects                              deck cut-off angle,
                                               computed to be                              and a visibility of
                                               visible from the                            1,200 ft (350 m)
                                               airplane flight                             RVR. Simulator
                                               deck at the near                            performance must be
                                               end of the visible                          measured against
                                               segment must be                             the QTG
                                               visible in the                              calculations.
                                               simulator.                                 The data submitted
                                                                                           must include at
                                                                                           least the
                                                                                           following:.
                                                                                          (1) Static airplane
                                                                                           dimensions as
                                                                                           follows:.
                                                                                          (i) Horizontal and
                                                                                           vertical distance
                                                                                           from main landing
                                                                                           gear (MLG) to
                                                                                           glideslope
                                                                                           reception antenna..
                                                                                          (ii) Horizontal and
                                                                                           vertical distance
                                                                                           from MLG to pilot's
                                                                                           eyepoint..
                                                                                          (iii) Static flight
                                                                                           deck 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) Airplane
                                                                                              pitch angle on
                                                                                              approach..
                                                                                          (3) Airplane data
                                                                                           for manual testing:
                                                                                             (i) Gross weight.
                                                                                             (ii) Airplane
                                                                                              configuration..

[[Page 59649]]

 
                                                                                             (iii) Approach
                                                                                              airspeed..
                                                                                          If non-homogenous
                                                                                           fog is used to
                                                                                           obscure visibility,
                                                                                           the vertical
                                                                                           variation in
                                                                                           horizontal
                                                                                           visibility must be
                                                                                           described and be
                                                                                           included in the
                                                                                           slant range
                                                                                           visibility
                                                                                           calculation used in
                                                                                           the computations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System
--------------------------------------------------------------------------------------------------------------------------------------------------------
The sponsor will not be required to repeat the airplane tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1.
 through 5.b.9.) and 5.c., as appropriate) during continuing qualification evaluations if frequency response
 and background noise test results are within tolerance when compared to the initial qualification evaluation
 results, and the sponsor shows that no software changes have occurred that will affect the airplane test
 results. If the frequency response test method is chosen and fails, the sponsor may elect to fix the
 frequency response problem and repeat the test or the sponsor may elect to repeat the airplane tests. If the
 airplane tests are repeated during continuing qualification evaluations, the results may be compared against
 initial qualification evaluation results or airplane master data.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a...................  Turbo-jet airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.1.................  Ready for engine      5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                           start with the
                                                                                           Auxiliary Power
                                                                                           Unit operating, if
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2.................  All engines at idle.  5 dB per  Ground..............  Normal condition                      X
                                               \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3.................  All engines at        5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         thrust with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4.................  Climb...............  5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5.................  Cruise..............  5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6.................  Speedbrake/spoilers   5 dB per  Cruise..............  Normal and constant                   X
                         extended (as          \1/3\ octave band.                          speedbrake
                         appropriate).                                                     deflection for
                                                                                           descent at a
                                                                                           constant airspeed
                                                                                           and power setting.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.7.................  Initial approach....  5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps and
                                                                                           slats, as
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.8.................  Final approach......  5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                           flaps.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b...................  Propeller airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.1.................  Ready for engine      5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                           start with the
                                                                                           Auxiliary Power
                                                                                           Unit operating, if
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.2.................  All propellers        5 dB per  Ground..............  Normal condition                      X
                         feathered.            \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.3.................  Ground idle or        5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.4.................  Flight idle or        5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59650]]

 
5.b.5.................  All engines at        5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         power with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.6.................  Climb...............  5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.7.................  Cruise..............  5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.8.................  Initial approach....  5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps
                                                                                           extended as
                                                                                           appropriate, RPM as
                                                                                           per operating
                                                                                           manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.9.................  Final Approach......  5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                           flaps, RPM as per
                                                                                           operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c...................  Special cases
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              5 dB per  As appropriate......  ....................                  X   These special cases
                                               \1/3\ octave band.                                                                    are identified as
                                                                                                                                     particularly
                                                                                                                                     significant during
                                                                                                                                     critical phases of
                                                                                                                                     flight and ground
                                                                                                                                     operations for a
                                                                                                                                     specific airplane
                                                                                                                                     type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d...................  Background noise
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              3 dB per  ....................  Results of the                        X   The simulated sound
                                               \1/3\ octave band.                          background noise at                       will be evaluated
                                                                                           initial                                   to ensure that the
                                                                                           qualification must                        background noise
                                                                                           be included in the                        does not interfere
                                                                                           MQTG.                                     with training,
                                                                                          Measurements must be                       testing, or
                                                                                           made with the                             checking.
                                                                                           simulation running,
                                                                                           the sound muted and
                                                                                           a ``dead'' flight
                                                                                           deck..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.e...................  Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59651]]

 
                                              5 dB on   ....................  Applicable only to                    X   Measurements are
                                               three (3)                                   Continuing                                compared to those
                                               consecutive bands                           Qualification                             taken during
                                               when compared to                            Evaluations. If                           initial
                                               initial evaluation;                         frequency response                        qualification
                                               and 2                           plots are provided                        evaluation.
                                               dB when comparing                           for each channel at
                                               the average of the                          the initial
                                               absolute                                    qualification
                                               differences between                         evaluation, these
                                               initial and                                 plots may be
                                               continuing                                  repeated at the
                                               qualification                               continuing
                                               evaluation.                                 qualification
                                                                                           evaluation with the
                                                                                           following
                                                                                           tolerances applied:
                                                                                          (a) The continuing
                                                                                           qualification \1/3\
                                                                                           octave band
                                                                                           amplitudes must not
                                                                                           exceed 5 dB for
                                                                                           three consecutive
                                                                                           bands when compared
                                                                                           to initial results..
                                                                                          (b) The average of
                                                                                           the sum of the
                                                                                           absolute
                                                                                           differences between
                                                                                           initial and
                                                                                           continuing
                                                                                           qualification
                                                                                           results must not
                                                                                           exceed 2 dB (refer
                                                                                           to table A.2.B. in
                                                                                           this attachment)..
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Begin Information

3. General.

    a. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for test near the ground.
    b. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA 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.

4. Control Dynamics

    a. General. The characteristics of an airplane flight control 
system have a major effect on handling qualities. A significant 
consideration in pilot acceptability of an airplane is the ``feel'' 
provided through the flight controls. Considerable effort is 
expended on airplane feel system design so that pilots will be 
comfortable and will consider the airplane desirable to fly. In 
order for an FFS to be representative, it should ``feel'' like the 
airplane being simulated. Compliance with this requirement is 
determined by comparing a recording of the control feel dynamics of 
the FFS to actual airplane measurements in the takeoff, cruise and 
landing configurations.
    (1) Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. In any case, it is only possible to 
estimate the dynamic properties as a result of being able to 
estimate true inputs and responses. Therefore, it is imperative that 
the best possible data be collected since close matching of the FFS 
control loading system to the airplane system is essential. The 
required dynamic control tests are described in Table A2A of this 
attachment.
    (2) For initial and upgrade evaluations, the QPS requires that 
control dynamics characteristics be measured and recorded directly 
from the flight controls (Handling Qualities--Table A2A). This 
procedure is usually accomplished by measuring the free response of 
the controls using a step or impulse input to excite the system. The 
procedure should be accomplished in the takeoff, cruise and landing 
flight conditions and configurations.
    (3) For airplanes with irreversible control systems, 
measurements may be obtained on the ground if proper pitot-static 
inputs are provided to represent airspeeds typical of those 
encountered in flight. Likewise, it may be shown that for some 
airplanes, takeoff, cruise, and landing configurations have like 
effects. Thus, one may suffice for another. In either case, 
engineering validation or airplane manufacturer rationale should be 
submitted as justification for ground tests or for eliminating a 
configuration. For FFSs requiring static and dynamic tests at the 
controls, special test fixtures will not be required during initial 
and upgrade evaluations if the QTG shows both test fixture results 
and the results of an alternate approach (e.g., computer plots that 
were produced concurrently and show satisfactory agreement). Repeat 
of the alternate method during the initial evaluation 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

[[Page 59652]]

specified tolerances. The NSPM recognizes that several different 
testing methods may be used to verify the control feel dynamic 
response. The NSPM will consider the merits of testing methods based 
on reliability and consistency. One acceptable method of evaluating 
the response and the tolerance to be applied is described below for 
the underdamped and critically damped cases. A sponsor using this 
method to comply with the QPS requirements should perform the tests 
as follows:
    (a) Underdamped response. Two measurements are required for the 
period, the time to first zero crossing (in case a rate limit is 
present) and the subsequent frequency of oscillation. It is 
necessary to measure cycles on an individual basis in case there are 
non-uniform periods in the response. Each period will be 
independently compared to the respective period of the airplane 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when 
applying the tolerance to small overshoots since the significance of 
such overshoots becomes questionable. Only those overshoots larger 
than 5 per cent of the total initial displacement should be 
considered. The residual band, labeled T(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 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
 

End Information

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

Begin QPS Requirement

    c. Alternative method for control dynamics evaluation.
    (1) An alternative means for validating control dynamics for 
aircraft with hydraulically powered flight controls and artificial 
feel systems is by the measurement of control force and rate of 
movement. For each axis of pitch, roll, and yaw, the control must be 
forced to its maximum extreme position for the following distinct 
rates. These tests are conducted under normal flight and ground 
conditions.
    (a) Static test--Slowly move the control so that a full sweep is 
achieved within 95 to 105 seconds. A full sweep is defined as 
movement of the controller from neutral to the stop, usually aft or 
right stop, then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
    (c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.

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

    (d) Tolerances
    (i) Static test; see Table A2A, Full Flight Simulator (FFS) 
Objective Tests, Items 2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test 2 lbs (0.9 daN) or 10% 
on dynamic increment above static test.

End QPS Requirement

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

Begin Information

    d. The FAA is open to alternative means such as the one 
described above. The alternatives should be justified and 
appropriate to the application. For example, the method described 
here may not apply to all manufacturers'' systems and certainly not 
to aircraft with reversible control systems. Each case is considered 
on its own merit on an ad hoc basis. If the FAA finds that 
alternative methods do not result in satisfactory performance, more 
conventionally accepted methods will have to be used.
BILLING CODE 4910-13-P

[[Page 59653]]

[GRAPHIC] [TIFF OMITTED] TP22OC07.000

[[Page 59654]]

[GRAPHIC] [TIFF OMITTED] TP22OC07.001

BILLING CODE 4910-13-C

5. Ground Effect

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

[[Page 59655]]

    (1) A dedicated test should be provided that will validate the 
aerodynamic ground effect characteristics.
    (2) The organization performing the flight tests may select 
appropriate test methods and procedures to validate ground effect. 
However, the flight tests should be performed with enough duration 
near the ground to sufficiently validate the ground-effect model.
    b. The NSPM will consider the merits of testing methods based on 
reliability and consistency. Acceptable methods of validating ground 
effect are described below. If other methods are proposed, rationale 
should be provided to conclude that the tests performed validate the 
ground-effect model. A sponsor using the methods described below to 
comply with the QPS requirements should perform the tests as 
follows:
    (1) Level fly-bys. The level fly-bys should be conducted at a 
minimum of three altitudes within the ground effect, including one 
at no more than 10% of the wingspan above the ground, one each at 
approximately 30% and 50% of the wingspan where height refers to 
main gear tire above the ground. In addition, one level-flight trim 
condition should be conducted out of ground effect (e.g., at 150% of 
wingspan).
    (2) Shallow approach landing. The shallow approach landing 
should be performed at a glide slope of approximately one degree 
with negligible pilot activity until flare.
    c. The lateral-directional characteristics are also altered by 
ground effect. For example, because of changes in lift, roll damping 
is affected. The change in roll damping will affect other dynamic 
modes usually evaluated for FFS validation. In fact, Dutch roll 
dynamics, spiral stability, and roll-rate for a given lateral 
control input are altered by ground effect. Steady heading sideslips 
will also be affected. These effects should be accounted for in the 
FFS modeling. Several tests such as crosswind landing, one engine 
inoperative landing, and engine failure on take-off serve to 
validate lateral-directional ground effect since portions of these 
tests are accomplished as the aircraft is descending through heights 
above the runway at which ground effect is an important factor.

6. Motion System

    a. General.
    (1) Pilots use continuous information signals to regulate the 
state of the airplane. In concert with the instruments and outside-
world visual information, whole-body motion feedback is essential in 
assisting the pilot to control the airplane dynamics, particularly 
in the presence of external disturbances. The motion system should 
meet basic objective performance criteria, and should be 
subjectively tuned at the pilot's seat position to represent the 
linear and angular accelerations of the airplane during a prescribed 
minimum set of maneuvers and conditions. The response of the motion 
cueing system should also be repeatable.
    (2) The Motion System tests in Section 3 of Table A2A are 
intended to qualify the FFS motion cueing system from a mechanical 
performance standpoint. Additionally, the list of motion effects 
provides a representative sample of dynamic conditions that should 
be present in the flight simulator. An additional list of 
representative, training-critical maneuvers, selected from Section 1 
(Performance tests), and Section 2 (Handling Qualities tests), in 
Table A2A, that should be recorded during initial qualification (but 
without tolerance) to indicate the flight simulator motion cueing 
performance signature have been identified (reference Section 3.e). 
These tests are intended to help improve the overall standard of FFS 
motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency 
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as 
described in the Table of Objective Tests, is to demonstrate the 
performance of the motion system hardware, and to check the 
integrity of the motion set-up with regard to calibration and wear. 
These tests are independent of the motion cueing software and should 
be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to 
ensure that the motion system software and motion system hardware 
have not degraded or changed over time. This diagnostic test should 
be completed during continuing qualification checks in lieu of the 
robotic tests. This will allow an improved ability to determine 
changes in the software or determine degradation in the hardware. 
The following information delineates the methodology that should be 
used for this test.
    (1) Input: The inputs should be such that rotational 
accelerations, rotational rates, and linear accelerations are 
inserted before the transfer from airplane center of gravity to 
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 
deg/sec and 0.3 g, respectively, to provide adequate analysis of the 
output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will 
comprise accelerations due to both the linear and rotational motion 
acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide 
quantitative time history records of motion system response to a 
selected set of automated QTG maneuvers during initial 
qualification. This is not intended to be a comparison of the motion 
platform accelerations against the flight test recorded 
accelerations (i.e., not to be compared against airplane cueing). If 
there is a modification to the initially qualified motion software 
or motion hardware (e.g., motion washout filter, simulator payload 
change greater than 10%) then a new baseline may need to be 
established.
    (2) Test Selection. The conditions identified in Section 3.e. in 
Table A2A are those maneuvers where motion cueing is the most 
discernible. They are general tests applicable to all types of 
airplanes and should be completed for motion cueing performance 
signature at any time acceptable to the NSPM prior to or during the 
initial qualification evaluation, and the results included in the 
MQTG.
    (3) Priority. Motion system should be designed with the intent 
of placing greater importance on those maneuvers that directly 
influence pilot perception and control of the airplane motions. For 
the maneuvers identified in section 3.e. in Table A2A, the flight 
simulator motion cueing system should have a high tilt co-ordination 
gain, high rotational gain, and high correlation with respect to the 
airplane simulation model.
    (4) Data Recording. The minimum list of parameters provided 
should allow for the determination of the flight simulator's motion 
cueing performance signature for the initial qualification 
evaluation. The following parameters are recommended as being 
acceptable to perform such a function:
    (a) Flight model acceleration and rotational rate commands at 
the pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion 
vibrations may be used to verify that the flight simulator can 
reproduce the frequency content of the airplane when flown in 
specific conditions. The test results should be presented as a Power 
Spectral Density (PSD) plot with frequencies on the horizontal axis 
and amplitude on the vertical axis. The airplane data and flight 
simulator data should be presented in the same format with the same 
scaling. The algorithms used for generating the flight simulator 
data should be the same as those used for the airplane data. If they 
are not the same then the algorithms used for the flight simulator 
data should be proven to be sufficiently comparable. As a minimum, 
the results along the dominant axes should be presented and a 
rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot 
should be considered while focusing on the dominant frequencies. 
Less emphasis should be placed on the differences at the high 
frequency and low amplitude portions of the PSD plot. During the 
analysis, certain structural components of the flight simulator have 
resonant frequencies that are filtered and may not appear in the PSD 
plot. If filtering is required, the notch filter bandwidth should be 
limited to 1 Hz to ensure that the buffet feel is not adversely 
affected. In addition, a rationale should be provided to explain 
that the characteristic motion vibration is not being adversely 
affected by the filtering. The amplitude should match airplane data 
as described below. However, if the PSD plot was altered for 
subjective reasons, a rationale should be provided to justify the 
change. If the plot is on a logarithmic scale, it may be difficult 
to interpret the amplitude of the buffet in terms of acceleration. 
For example, a 1x10-3 grams\2\/Hz would describe a heavy 
buffet and may be seen in the deep stall regime. Alternatively, a 
1x10-6 grams\2\/Hz buffet is almost not perceivable; but 
may represent a flap buffet at low speed. The previous two examples 
differ in magnitude by 1000. On a PSD plot this represents three 
decades (one decade is a change in order of magnitude of 10; and two 
decades is a change in order of magnitude of 100).

7. Sound System

    a. General. The total sound environment in the airplane is very 
complex, and changes

[[Page 59656]]

with atmospheric conditions, airplane configuration, airspeed, 
altitude, and power settings. Flight deck sounds are an important 
component of the flight deck operational environment and provide 
valuable information to the flight crew. These aural cues can either 
assist the crew (as an indication of an abnormal situation), or 
hinder the crew (as a distraction or nuisance). For effective 
training, the flight simulator should provide flight deck sounds 
that are perceptible to the pilot during normal and abnormal 
operations, and comparable to those of the airplane. The flight 
simulator operator should carefully evaluate background noises in 
the location where the device will be installed. To demonstrate 
compliance with the sound requirements, the objective or validation 
tests in this attachment were selected to provide a representative 
sample of normal static conditions typically experienced by a pilot.
    b. Alternate propulsion. For FFS with multiple propulsion 
configurations, any condition listed in Table A2A of this attachment 
should be presented for evaluation as part of the QTG if identified 
by the airplane manufacturer or other data supplier as significantly 
different due to a change in propulsion system (engine or 
propeller).
    c. Data and Data Collection System.
    (1) Information provided to the flight simulator manufacturer 
should be presented in the format suggested by the International Air 
Transport Association (IATA) ``Flight Simulator Design and 
Performance Data Requirements,'' as amended. This information should 
contain calibration and frequency response data.
    (2) The system used to perform the tests listed in Table A2A 
should comply with the following standards:
    (a) The specifications for octave, half octave, and third octave 
band filter sets may be found in American National Standards 
Institute (ANSI) S1.11-1986;
    (b) Measurement microphones should be type WS2 or better, as 
described in International Electrotechnical Commission (IEC) 1094-4-
1995.
    (3) Headsets. If headsets are used during normal operation of 
the airplane they should also be used during the flight simulator 
evaluation.
    (4) Playback equipment. Playback equipment and recordings of the 
QTG conditions should be provided during initial evaluations.
    (5) Background noise.
    (a) Background noise is the noise in the flight simulator that 
is not associated with the airplane, but is caused by the flight 
simulator's cooling and hydraulic systems and extraneous noise from 
other locations in the building. Background noise can seriously 
impact the correct simulation of airplane sounds and should be kept 
below the airplane sounds. In some cases, the sound level of the 
simulation can be increased to compensate for the background noise. 
However, this approach is limited by the specified tolerances and by 
the subjective acceptability of the sound environment to the 
evaluation pilot.
    (b) The acceptability of the background noise levels is 
dependent upon the normal sound levels in the airplane being 
represented. Background noise levels that fall below the lines 
defined by the following points, may be acceptable:
    (i) 70 dB @ 50 Hz;
    (ii) 55 dB @ 1000 Hz;
    (iii) 30 dB @ 16 kHz
    (Note: These limits are for unweighted 1/3 octave band sound 
levels. Meeting these limits for background noise does not ensure an 
acceptable flight simulator. Airplane sounds that fall below this 
limit require careful review and may require lower limits on 
background noise.)
    (6) Validation testing. Deficiencies in airplane recordings 
should be considered when applying the specified tolerances to 
ensure that the simulation is representative of the airplane. 
Examples of typical deficiencies are:
    (a) Variation of data between tail numbers;
    (b) Frequency response of microphones;
    (c) Repeatability of the measurements.

                       Table A2B.--Example of Recurrent Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                      Initial        Recurrent
                      Band center frequency                           results         results        Absolute
                                                                      (dBSPL)         (dBSPL)       difference
----------------------------------------------------------------------------------------------------------------
50..............................................................            75.0            73.8             1.2
63..............................................................            75.9            75.6             0.3
80..............................................................            77.1            76.5             0.6
100.............................................................            78.0            78.3             0.3
125.............................................................            81.9            81.3             0.6
160.............................................................            79.8            80.1             0.3
200.............................................................            83.1            84.9             1.8
250.............................................................            78.6            78.9             0.3
315.............................................................            79.5            78.3             1.2
400.............................................................            80.1            79.5             0.9
500.............................................................            80.7            79.8             0.9
630.............................................................            81.9            80.4             1.5
800.............................................................            73.2            74.1             0.9
1000............................................................            79.2            80.1             0.9
1250............................................................            80.7            82.8             2.1
1600............................................................            81.6            78.6             3.0
2000............................................................            76.2            74.4             1.8
2500............................................................            79.5            80.7             1.2
3150............................................................            80.1            77.1             3.0
4000............................................................            78.9            78.6             0.3
5000............................................................            80.1            77.1             3.0
6300............................................................            80.7            80.4             0.3
8000............................................................            84.3            85.5             1.2
10000...........................................................            81.3            79.8             1.5
12500...........................................................            80.7            80.1             0.6
16000...........................................................            71.1            71.1             0.0
                                                                 -----------------------------------------------
    Average.....................................................  ..............             1.1
----------------------------------------------------------------------------------------------------------------

[[Page 59657]]

End Information

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

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

    a. Typically, an airplane manufacturer's approved final data for 
performance, handling qualities, systems or avionics is not 
available until well after a new or derivative airplane has entered 
service. However, flight crew training and certification often 
begins several months prior to the entry of the first airplane into 
service. Consequently, it may be necessary to use preliminary data 
provided by the airplane manufacturer for interim qualification of 
flight simulators.
    b. In these cases, the NSPM may accept certain partially 
validated preliminary airplane and systems data, and early release 
(``red label'') avionics data in order to permit the necessary 
program schedule for training, certification, and service 
introduction.
    c. Simulator sponsors seeking qualification based on preliminary 
data should consult the NSPM to make special arrangements for using 
preliminary data for flight simulator qualification. The sponsor 
should also consult the airplane and flight simulator manufacturers 
to develop a data plan and flight simulator qualification plan.
    d. The procedure to be followed to gain NSPM acceptance of 
preliminary data will vary from case to case and between airplane 
manufacturers. Each airplane manufacturer's new airplane development 
and test program is designed to suit the needs of the particular 
project and may not contain the same events or sequence of events as 
another manufacturer's program, or even the same manufacturer's 
program for a different airplane. Therefore, there cannot be a 
prescribed invariable procedure for acceptance of preliminary data, 
but instead there should be a statement describing the final 
sequence of events, data sources, and validation procedures agreed 
by the simulator sponsor, the airplane manufacturer, the flight 
simulator manufacturer, and the NSPM.

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

    e. The preliminary data should be the manufacturer's best 
representation of the airplane, with assurance that the final data 
will not significantly deviate from the preliminary estimates. Data 
derived from these predictive or preliminary techniques should be 
validated available sources including, at least, the following:
    (1) Manufacturer's engineering report. The report should explain 
the predictive method used and illustrate past success of the method 
on similar projects. For example, the manufacturer could show the 
application of the method to an earlier airplane model or predict 
the characteristics of an earlier model and compare the results to 
final data for that model.
    (2) Early flight test results. This data is often derived from 
airplane certification tests, and should be used to maximum 
advantage for early flight simulator validation. Certain critical 
tests that would normally be done early in the airplane 
certification program should be included to validate essential pilot 
training and certification maneuvers. These include cases where a 
pilot is expected to cope with an airplane failure mode or an engine 
failure. Flight test data that will be available early in the flight 
test program will depend on the airplane manufacturer's flight test 
program design and may not be the same in each case. The flight test 
program of the airplane manufacturer should include provisions for 
generation of very early flight test results for flight simulator 
validation.
    f. The use of preliminary data is not indefinite. The airplane 
manufacturer's final data should be available within 12 months after 
the airplane's first entry into service or as agreed by the NSPM, 
the simulator sponsor, and the airplane manufacturer. When applying 
for interim qualification using preliminary data, the simulator 
sponsor and the NSPM should agree on the update program. This 
includes specifying that the final data update will be installed in 
the flight simulator within a period of 12 months following the 
final data release, unless special conditions exist and a different 
schedule is acceptable. The flight simulator performance and 
handling validation would then be based on data derived from flight 
tests. Initial airplane systems data should be updated after 
engineering tests. Final airplane systems data should also be used 
for flight simulator programming and validation.
    g. Flight simulator avionics should stay essentially in step 
with airplane avionics (hardware and software) updates. The 
permitted time lapse between airplane and flight simulator updates 
should be minimal. It may depend on the magnitude of the update and 
whether the QTG and pilot training and certification are affected. 
Differences in airplane and flight simulator avionics versions and 
the resulting effects on flight simulator qualification should be 
agreed between the simulator sponsor and the NSPM. Consultation with 
the flight simulator manufacturer is desirable throughout the 
qualification process.
    h. The following describes an example of the design data and 
sources that might be used in the development of an interim 
qualification plan.
    (1) The plan should consist of the development of a QTG based 
upon a mix of flight test and engineering simulation data. For data 
collected from specific airplane flight tests or other flights, the 
required design model or data changes necessary to support an 
acceptable Proof of Match (POM) should be generated by the airplane 
manufacturer.
    (2) For proper validation of the two sets of data, the airplane 
manufacturer should compare their simulation model responses against 
the flight test data, when driven by the same control inputs and 
subjected to the same atmospheric conditions as recorded in the 
flight test. The model responses should result from a simulation 
where the following systems are run in an integrated fashion and are 
consistent with the design data released to the flight simulator 
manufacturer:
    (a) Propulsion
    (b) Aerodynamics;
    (c) Mass properties;
    (d) Flight controls;
    (e) Stability augmentation; and
    (f) Brakes/landing gear.
    i. A qualified test pilot should be used to assess handling 
qualities and performance evaluations for the qualification of 
flight simulators of new airplane types.

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9. Engineering Simulator--Validation Data

    a. When a fully validated simulation (i.e., validated with 
flight test results) is modified due to changes to the simulated 
airplane configuration, the airplane manufacturer or other 
acceptable data supplier must coordinate with the NSPM to supply 
validation data from an ``audited'' engineering simulator/simulation 
to selectively supplement flight test data. The NSPM must be 
provided an opportunity to audit the use of the engineering 
simulation or the engineering simulator during the acquisition of 
the data that will be used as validation data. Audited data may be 
used for changes that are incremental in nature. Manufacturers or 
other data suppliers should be able to demonstrate that the 
predicted changes in aircraft performance are based on acceptable 
aeronautical principles with proven success history and valid 
outcomes. This should include comparisons of predicted and flight 
test validated data.
    b. Airplane manufacturers or other acceptable data suppliers 
seeking to use an engineering simulator for simulation validation 
data as an alternative to flight-test derived validation data, must 
contact the NSPM and provide the following:
    (1) A description of the proposed aircraft changes, a 
description of the proposed simulation model changes, and the use of 
an integral configuration management process, including an audit of 
the actual simulation model modifications that includes a step-by-
step description leading from the original model(s) to the current 
model(s).
    (2) A schedule for review by the NSPM of the proposed plan and 
the subsequent validation data to establish acceptability of the 
proposal.
    (3) Information that demonstrates an ability to qualify the FFS 
in which this data is to be used in accordance with the criteria 
contained in Sec.  60.15.
    c. To be qualified to supply engineering simulator validation 
data, for aerodynamic, engine, flight control, or ground handling 
models, an airplane manufacturer or other acceptable data supplier 
must:
    (1) Be able to verify their ability to:
    (a) Develop and implement high fidelity simulation models; and
    (b) Predict the handling and performance characteristics of an 
airplane with sufficient accuracy to avoid additional flight test 
activities for those handling and performance characteristics.
    (2) Have an engineering simulator that:
    (a) Is a physical entity, complete with a flight deck 
representative of the simulated class of airplane;

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    (b) Has controls sufficient for manual flight;
    (c) Has models that run in an integrated manner;
    (d) Has fully flight-test validated simulation models as the 
original or baseline simulation models;
    (e) Has an out-of-the-flight deck visual system;
    (f) Has actual avionics boxes interchangeable with the 
equivalent software simulations to support validation of released 
software;
    (g) Uses the same models as released to the training community 
(which are also used to produce stand-alone proof-of-match and 
checkout documents);
    (h) Is used to support airplane development and certification; 
and
    (i) Has been found to be a high fidelity representation of the 
airplane by the manufacturer's pilots (or other acceptable data 
supplier), certificate holders, and the NSPM.
    (3) Use the engineering simulator to produce a representative 
set of integrated proof-of-match cases.
    (4) Use a configuration control system covering hardware and 
software for the operating components of the engineering simulator.
    (5) Demonstrate that the predicted effects of the change(s) are 
within the provisions of subparagraph ``a'' of this section, and 
confirm that additional flight test data are not required.
    d. Additional Requirements for Validation Data
    (1) When used to provide validation data, an engineering 
simulator must meet the simulator standards currently applicable to 
training simulators except for the data package.
    (2) The data package used should be:
    (a) Comprised of the engineering predictions derived from the 
airplane design, development, or certification process;
    (b) Based on acceptable aeronautical principles with proven 
success history and valid outcomes for aerodynamics, engine 
operations, avionics operations, flight control applications, or 
ground handling;
    (c) Verified with existing flight-test data; and
    (d) Applicable to the configuration of a production airplane, as 
opposed to a flight-test airplane.
    (3) Where engineering simulator data are used as part of a QTG, 
an essential match must exist between the training simulator and the 
validation data.
    (4) Training flight simulator(s) using these baseline and 
modified simulation models must be qualified to at least 
internationally recognized standards, such as contained in the ICAO 
Document 9625, the ``Manual of Criteria for the Qualification of 
Flight Simulators.''

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11. Validation Test Tolerances

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

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    b. Background
    (1) The tolerances listed in Table A2A of this attachment are 
designed to measure the quality of the match using flight-test data 
as a reference.
    (2) Good engineering judgment should be applied to all 
tolerances in any test. A test is failed when the results fall 
outside of the prescribed tolerance(s).
    (3) Engineering simulator data are acceptable because the same 
simulation models used to produce the reference data are also used 
to test the flight training simulator (i.e., the two sets of results 
should be ``essentially'' similar).
    (4) The results from the two sources may differ for the 
following reasons:
    (a) Hardware (avionics units and flight controls);
    (b) Iteration rates;
    (c) Execution order;
    (d) Integration methods;
    (e) Processor architecture;
    (f) Digital drift, including:
    (i) Interpolation methods;
    (ii) Data handling differences; and
    (iii) Auto-test trim tolerances.
    (5) Any differences must be within 20% of the flight test 
tolerances. The reasons for any differences, other than those listed 
above, should be explained.
    (6) Guidelines are needed for the application of tolerances to 
engineering-simulator-generated validation data because:
    (a) Flight-test data are often not available due to sound 
technical reasons;
    (b) Alternative technical solutions are being advanced; and
    (c) High costs.

12. Validation Data Roadmap.

    a. Airplane manufacturers or other data suppliers should supply 
a validation data roadmap (VDR) document as part of the data 
package. A VDR document contains guidance material from the airplane 
validation data supplier recommending the best possible sources of 
data to be used as validation data in the QTG. A VDR is of special 
value when requesting interim qualification, qualification of 
simulators for airplanes certificated prior to 1992, and 
qualification of alternate engine or avionics fits. A sponsor 
seeking to have a device qualified in accordance with the standards 
contained in this QPS appendix should submit a VDR to the NSPM as 
early as possible in the planning stages. The NSPM is the final 
authority to approve the data to be used as validation material for 
the QTG. The NSPM and the Joint Aviation Authorities' Synthetic 
Training Devices Advisory Board have committed to maintain a list of 
agreed VDRs.
    b. The VDR should identify (in matrix format) sources of data 
for all required tests. It should also provide guidance regarding 
the validity of these data for a specific engine type, thrust rating 
configuration, and the revision levels of all avionics affecting 
airplane handling qualities and performance. The VDR should include 
rationale or explanation in cases where data or parameters are 
missing, engineering simulation data are to be used, flight test 
methods require explanation, or there is any deviation from data 
requirements. Additionally, the document should refer to other 
appropriate sources of validation data (e.g., sound and vibration 
data documents).
    c. The VDR table shown in Table A2C depicts a generic roadmap 
matrix identifying sources of validation data for an abbreviated 
list of tests. A complete matrix should address all test conditions.
    d. Two examples of rationale pages are presented in Appendix F 
of the IATA ``Flight Simulator Design and Performance Data 
Requirements.'' These illustrate the type of airplane and avionics 
configuration information and descriptive engineering rationale used 
to describe data anomalies, provide alternative data, or provide an 
acceptable basis for obtaining deviations from QTG validation 
requirements.

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13. Acceptance Guidelines for Alternative Engines Data

    a. Background
    (1) For a new airplane type, the majority of flight validation 
data are collected on the first airplane configuration with a 
``baseline'' engine type. These data are then used to validate all 
flight simulators representing that airplane type.
    (2) Additional flight test validation data may be needed for 
flight simulators representing an airplane with engines of a 
different type than the baseline, or for engines with thrust rating 
that is different from previously validated configurations.
    (3) When a flight simulator with alternate engines is to be 
qualified, the QTG should contain tests against flight test 
validation data for selected cases where engine differences are 
expected to be significant.
    b. Approval Guidelines for Validating Alternate Engine 
Applications.
    (1) The following guidelines apply to flight simulators 
representing airplanes with alternate engine applications or with 
more than one engine type or thrust rating.
    (2) Validation tests can be segmented into two groups, those 
that are dependent on engine type or thrust rating and those that 
are not.
    (3) For tests that are independent of engine type or thrust 
rating, the QTG can be based on validation data from any engine 
application. Tests in this category should be designated as 
independent of engine type or thrust rating.
    (4) For tests that are affected by engine type, the QTG should 
contain selected engine-specific flight test data sufficient to 
validate that particular airplane-engine configuration. These 
effects may be due to engine dynamic characteristics, thrust levels 
or engine-related airplane configuration changes. This category is 
primarily characterized by variations between different engine 
manufacturers' products, but also includes differences due to 
significant engine design changes from a previously flight-validated 
configuration within a single engine type. See Table A2D, Alternate 
Engine Validation Flight Tests in this section for a list of 
acceptable tests.
    (5) The validation data should be based on flight test data, 
except where other data are specifically allowed. If certification 
of the flight characteristics of the airplane with a new thrust 
rating (regardless of percentage change) does require certification 
flight testing with a comprehensive stability and control flight 
instrumentation package, then the conditions described in Table A2D 
in this section should be obtained from flight testing and presented 
in the QTG. Flight test data, other than throttle calibration data, 
are not required if the new thrust rating is certified on the 
airplane without need for a comprehensive stability and control 
flight instrumentation package.
    (6) As a supplement to the engine-specific flight tests listed 
in Table A2D and baseline engine-independent tests, additional 
engine-specific engineering validation data should be provided in 
the QTG, as appropriate, to facilitate running the entire QTG with 
the alternate engine configuration. The sponsor and the NSPM should 
agree in advance on the specific validation tests to be supported by 
engineering simulation data.
    (7) A matrix or VDR should be provided with the QTG indicating 
the appropriate validation data source for each test.
    (8) The flight test conditions in Table A2D are appropriate and 
should be sufficient to validate implementation of alternate engines 
in a flight simulator.

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    c. Test Requirements
    (1) The QTG must contain selected engine-specific flight test 
data sufficient to validate the alternative thrust level when:
    (a) the engine type is the same, but the thrust rating exceeds 
that of a previously flight-test validated configuration by five 
percent (5%) or more; or
    (b) the engine type is the same, but the thrust rating is less 
than the lowest previously flight-test validated rating by fifteen 
percent (15%) or more.
    (2) Flight test data is not required if the thrust increase is 
greater than 5%, but flight tests have confirmed that the thrust 
increase does not change the airplane's flight characteristics.
    (3) Throttle calibration data (i.e., commanded power setting 
parameter versus throttle position) must be provided to validate all 
alternate engine types and engine thrust ratings that are higher or 
lower than a previously validated engine. Data from a test airplane 
or engineering test bench with the correct engine controller (both 
hardware and software) are required.

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                             Table A2D.--Alternative Engine Validation Flight Tests
----------------------------------------------------------------------------------------------------------------
                                                                                                   Alternative
                Test Number                           Test description            Alternative     thrust rating
                                                                                  engine type          \2\
----------------------------------------------------------------------------------------------------------------
1.b.1., 1.b.4..............................  Normal take-off/ground                          X                X
                                              acceleration time and distance.
1.b.2......................................  Vmcg, if performed for airplane                 X                X
                                              certification.
1.b.5......................................  Engine-out take-off..............
1.b.8......................................  Dynamic engine failure after take-
                                              off.
                                             Either test may be performed.....               X
1.b.7......................................  Rejected take-off if performed                  X
                                              for airplane certification.
1.d.1......................................  Cruise performance...............               X
1.f.1., 1.f.2..............................  Engine acceleration and                         X                X
                                              deceleration.
2.a.7......................................  Throttle calibration \1\.........               X                X
2.c.1......................................  Power change dynamics                           X                X
                                              (acceleration).
2.d.1......................................  Vmca if performed for airplane                  X                X
                                              certification.
2.d.5......................................  Engine inoperative trim..........               X                X
2.e.1......................................  Normal landing...................               X
----------------------------------------------------------------------------------------------------------------
\1\ Must be provided for all changes in engine type or thrust rating; see paragraph 12.b.(7).
\2\ See paragraphs 12.b.(5) through 12.b.(8), for a definition of applicable thrust ratings.

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

    a. Background
    (1) For a new airplane type, the majority of flight validation 
data are collected on the first airplane configuration with a 
``baseline'' flight-related avionics ship-set; (see subparagraph 
b.(2) in this paragraph). These data are then used to validate all 
flight simulators representing that airplane type.
    (2) Additional validation data may be required for flight 
simulators representing an airplane with avionics of a different 
hardware design than the baseline, or a different software revision 
than previously validated configurations.
    (3) When a flight simulator with additional or alternate 
avionics configurations is to be qualified, the QTG should contain 
tests against validation data for selected cases where avionics 
differences are expected to be significant.

[[Page 59661]]

    b. Approval Guidelines for Validating Alternate Avionics
    (1) The following guidelines apply to flight simulators 
representing airplanes with a revised avionics configuration, or 
more than one avionics configuration.
    (2) The baseline validation data should be based on flight test 
data, except where other data are specifically allowed (e.g., 
engineering flight simulator data).
    (3) The airplane avionics can be segmented into two groups, 
systems or components whose functional behavior contributes to the 
aircraft response presented in the QTG results, and systems that do 
not. The following avionics are examples of contributory systems for 
which hardware design changes or software revisions may lead to 
significant differences in the aircraft response relative to the 
baseline avionics configuration: flight control computers and 
controllers for engines, autopilot, braking system, nose wheel 
steering system, and high lift system. Related avionics such as 
stall warning and augmentation systems should also be considered.
    (4) The acceptability of validation data used in the QTG for an 
alternative avionics fit should be determined as follows:
    (a) For changes to an avionics system or component that do not 
affect QTG validation test response, the QTG test can be based on 
validation data from the previously validated avionics 
configuration.
    (b) For an avionics change to a contributory system, where a 
specific test is not affected by the change (e.g., the avionics 
change is a Built In Test Equipment (BITE) update or a modification 
in a different flight phase), the QTG test can be based on 
validation data from the previously-validated avionics 
configuration. The QTG should include authoritative justification 
(e.g., from the airplane manufacturer or system supplier) that this 
avionics change does not affect the test.
    (c) For an avionics change to a contributory system, the QTG may 
be based on validation data from the previously-validated avionics 
configuration if no new functionality is added and the impact of the 
avionics change on the airplane response is based on acceptable 
aeronautical principles with proven success history and valid 
outcomes. This should be supplemented with avionics-specific 
validation data from the airplane manufacturer's engineering 
simulation, generated with the revised avionics configuration. The 
QTG should also include an explanation of the nature of the change 
and its effect on the airplane response.
    (d) For an avionics change to a contributory system that 
significantly affects some tests in the QTG or where new 
functionality is added, the QTG should be based on validation data 
from the previously validated avionics configuration and 
supplemental avionics-specific flight test data sufficient to 
validate the alternate avionics revision. Additional flight test 
validation data may not be needed if the avionics changes were 
certified without the need for testing with a comprehensive flight 
instrumentation package. The airplane manufacturer should coordinate 
flight simulator data requirements, in advance with the NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG 
indicating the appropriate validation data source for each test. The 
roadmap should include identification of the revision state of those 
contributory avionics systems that could affect specific test 
responses if changed.

15. Transport Delay Testing

    a. This paragraph explains how to determine the introduced 
transport delay through the flight simulator system so that it does 
not exceed a specific time delay. The transport delay should be 
measured from control inputs through the interface, through each of 
the host computer modules and back through the interface to motion, 
flight instrument, and visual systems. The transport delay should 
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled airplanes;
    (2) Simulation of computer controlled airplanes using real 
airplane black boxes;
    (3) Simulation of computer controlled airplanes using software 
emulation of airplane boxes;
    (4) Simulation using software avionics or re-hosted instruments.
    c. Figure A2C illustrates the total transport delay for a non-
computer-controlled airplane or the classic transport delay test. 
Since there are no airplane-induced delays for this case, the total 
transport delay is equivalent to the introduced delay.
    d. Figure A2D illustrates the transport delay testing method 
using the real airplane controller system.
    e. To obtain the induced transport delay for the motion, 
instrument and visual signal, the delay induced by the airplane 
controller should be subtracted from the total transport delay. This 
difference represents the introduced delay and should not exceed the 
standards prescribed in Table A1A.
    f. Introduced transport delay is measured from the flight deck 
control input to the reaction of the instruments and motion and 
visual systems (See Figure A2C).
    g. The control input may also be introduced after the airplane 
controller system and the introduced transport delay measured 
directly from the control input to the reaction of the instruments, 
and simulator motion and visual systems (See Figure A2D).
    h. Figure A2E illustrates the transport delay testing method 
used on a flight simulator that uses a software emulated airplane 
controller system.
    i. It is not possible to measure the introduced transport delay 
using the simulated airplane controller system architecture for the 
pitch, roll and yaw axes. Therefore, the signal should be measured 
directly from the pilot controller. The flight simulator 
manufacturer should measure the total transport delay and subtract 
the inherent delay of the actual airplane components because the 
real airplane controller system has an inherent delay provided by 
the airplane manufacturer. The flight simulator manufacturer should 
ensure that the introduced delay does not exceed the standards 
prescribed in Table A1A.
    j. Special measurements for instrument signals for flight 
simulators using a real airplane instrument display system instead 
of a simulated or re-hosted display. For flight instrument systems, 
the total transport delay should be measured and the inherent delay 
of the actual airplane components subtracted to ensure that the 
introduced delay does not exceed the standards prescribed in Table 
A1A.
    (1) Figure A2FA illustrates the transport delay procedure 
without airplane display simulation. The introduced delay consists 
of the delay between the control movement and the instrument change 
on the data bus.
    (2) Figure A2FB illustrates the modified testing method required 
to measure introduced delay due to software avionics or re-hosted 
instruments. The total simulated instrument transport delay is 
measured and the airplane delay should be subtracted from this 
total. This difference represents the introduced delay and should 
not exceed the standards prescribed in Table A1A. The inherent delay 
of the airplane between the data bus and the displays is indicated 
in figure A2FA. The display manufacturer should provide this delay 
time.
    k. Recorded signals. The signals recorded to conduct the 
transport delay calculations should be explained on a schematic 
block diagram. The flight simulator manufacturer should also provide 
an explanation of why each signal was selected and how they relate 
to the above descriptions.
    l. Interpretation of results. Flight simulator results vary over 
time from test to test due to ``sampling uncertainty.'' All flight 
simulators run at a specific rate where all modules are executed 
sequentially in the host computer. The flight controls input can 
occur at any time in the iteration, but these data will not be 
processed before the start of the new iteration. For example, a 
flight simulator running at 60 Hz may have a difference of as much 
as 16.67 msec between test results. This does not mean that the test 
has failed. Instead, the difference is attributed to variations in 
input processing. In some conditions, the host simulator and the 
visual system do not run at the same iteration rate, so the output 
of the host computer to the visual system will not always be 
synchronized.
    m. The transport delay test should account for both daylight and 
night modes of operation of the visual system. In both cases, the 
tolerances prescribed in Table A1A must be met and the motion 
response should occur before the end of the first video scan 
containing new information.

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16. Continuing Qualification Evaluations--Validation Test Data 
Presentation

    a. Background
    (1) The MQTG is created during the initial evaluation of a 
flight simulator. This is the master document, as amended, to which 
flight simulator continuing qualification evaluation test results 
are compared.
    (2) The currently accepted method of presenting continuing 
qualification evaluation test results is to provide flight simulator 
results over-plotted with reference data. Test results are carefully 
reviewed to determine if the test is within the specified 
tolerances. This can be a time consuming process, particularly when 
reference data exhibits rapid variations or an apparent anomaly 
requiring engineering judgment in the application of the tolerances. 
In these cases, the solution is to compare the results to the MQTG. 
The ontinuing qualification results are compared to the results in 
the MQTG for acceptance. The flight simulator operator and the NSPM 
should look for any change in the flight simulator performance since 
initial qualification.
    b. Continuing Qualification Evaluation Test Results Presentation
    (1) Flight simulator operators are encouraged to over-plot 
continuing qualification validation test results with MQTG flight 
simulator results recorded during the initial evaluation and as 
amended. Any change in a validation test will be readily apparent. 
In addition to plotting continuing qualification validation test and 
MQTG results, operators may elect to plot reference data as well.
    (2) There are no suggested tolerances between flight simulator 
continuing qualification and MQTG validation test results. 
Investigation of any discrepancy between the MQTG and continuing

[[Page 59664]]

qualification flight simulator performance is left to the discretion 
of the flight simulator operator and the NSPM.
    (3) Differences between the two sets of results, other than 
variations attributable to repeatability issues that cannot be 
explained, should be investigated.
    (4) The flight simulator should retain the ability to over-plot 
both automatic and manual validation test results with reference 
data.

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

    a. Sponsors are not required to use the alternative data 
sources, procedures, and instrumentation. However, any sponsor 
choosing to use alternative sources must comply with the 
requirements in Table A2E.

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    b. It has become standard practice for experienced simulator 
manufacturers to use modeling techniques to establish data bases for 
new simulator configurations while awaiting the availability of 
actual flight test data. The data generated from the aerodynamic 
modeling techniques is then compared to the flight test data when it 
becomes available. The results of such comparisons have become 
increasingly consistent, indicating that these techniques, applied 
with the appropriate experience, are dependable and accurate for the 
development of aerodynamic models for use in Level A and Level B 
simulators.
    c. Based on this history of successful comparisons, the NSPM has 
concluded that those who are experienced in the development of 
aerodynamic models may use modeling techniques to alter the method 
for acquiring flight test data for Level A or Level B simulators.
    d. The information in Table A2E (Alternative Data Sources, 
Procedures, and Instrumentation) is presented to describe an 
acceptable alternative to data sources for simulator modeling and 
validation and an acceptable alternative to the procedures and 
instrumentation traditionally used to gather such modeling and 
validation data.
    (1) Alternative data sources that may be used for part or all of 
a data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection 
Report (TIR), Certification Data or acceptable supplemental flight 
test data.
    (2) The sponsor should coordinate with the NSPM prior to using 
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on the following 
presumptions:
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. However, AOA can be sufficiently 
derived if the flight test program ensures the collection of 
acceptable level, unaccelerated, trimmed flight data. All of the 
simulator time history tests that begin in level, unaccelerated, and 
trimmed flight, including the three basic trim tests and ``fly-by'' 
trims, can be a successful validation of angle of attack by 
comparison with flight test pitch angle. (Note: Due to the 
criticality of angle of attack in the development of the ground 
effects model, particularly critical for normal landings and 
landings involving cross-control input applicable to Level B 
simulators, stable ``fly-by'' trim data will be the acceptable norm 
for normal and cross-control input landing objective data for these 
applications.)
    (2) The use of a rigorously defined and fully mature simulation 
controls system model that includes accurate gearing and cable 
stretch characteristics (where applicable), determined from actual 
aircraft measurements. Such a model does not require control surface 
position measurements in the flight test objective data in these 
limited applications.
    f. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding airplanes with reversible control systems. Table 
A2E is not applicable to Computer Controlled Aircraft full flight 
simulators.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation (Table A2E) does not relieve the sponsor from 
compliance with the balance of the information contained in this 
document relative to Level A or Level B FFSs.
    h. The term ``inertial measurement system'' is used in the 
following table to include the use of a functional global 
positioning system (GPS).
    i. Synchronized video for the use of alternative data sources, 
procedures, and instrumentation should have:
    (1) Sufficient resolution to allow magnification of the display 
to make appropriate measurement and comparisons; and
    (2) Sufficient size and incremental marking to allow similar 
measurement and comparison. The detail provided by the video should 
provide sufficient clarity and accuracy to measure the necessary 
parameter(s) to at least \1/2\ of the tolerance authorized for the 
specific test being conducted and allow an integration of the 
parameter(s) in question to obtain a rate of change.

End Information

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

                      Table A2E.--Alternative Data Sources, Procedures, and Instrumentation
                                             >>
----------------------------------------------------------------------------------------------------------------
       Table of objective tests            Sim level       Alternative data sources,
--------------------------------------------------------        procedures, and            Notes and reminders
   Test reference number and title        A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix A
 are not used.
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may   ........................
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi Rate of Turn                X   Data may be acquired by using  A single procedure may
 vs. Nosewheel Steering Angle.                            a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification      ........................
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a stop
                                                          watch, 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.

[[Page 59665]]

 
1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed-ground (Vmcg) using                        an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of calibrated airplane   while recording
 or low speed, engine inoperative                         instruments and force/         appropriate parameters.
 ground control characteristics.                          position measurements of       The nose wheel must be
                                                          flight deck controls.          free to caster, or
                                                                                         equivalently freed of
                                                                                         sideforce generation.
1.b.3. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  ........................
 Unstick Speed (Vmu) or equivalent                        an inertial measurement
 test to demonstrate early rotation                       system and a synchronized
 takeoff characteristics.                                 video of calibrated airplane
                                                          instruments and the force/
                                                          position measurements of
                                                          flight deck controls.
1.b.4. Performance. Takeoff. Normal         X        X   Data may be acquired by using  ........................
 Takeoff.                                                 an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. AOA
                                                          can be calculated from pitch
                                                          attitude and flight path.
1.b.5. Performance. Takeoff. Critical       X        X   Data may be acquired by using  Record airplane dynamic
 Engine Failure during Takeoff.                           an inertial measurement        response to engine
                                                          system and a synchronized      failure and control
                                                          video of calibrated airplane   inputs required to
                                                          instruments and force/         correct flight path.
                                                          position measurements of
                                                          flight deck controls.
1.b.6. Performance. Takeoff.                X        X   Data may be acquired by using  The ``1:7 law'' to 100
 Crosswind Takeoff.                                       an inertial measurement        feet (30 meters) is an
                                                          system and a synchronized      acceptable wind
                                                          video of calibrated airplane   profile.
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
1.b.7. Performance. Takeoff. Rejected       X        X   Data may be acquired with a    ........................
 Takeoff.                                                 synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and distance (e.g., runway
                                                          markers). A stop watch is
                                                          required.
1.c.1. Performance. Climb. Normal           X        X   Data may be acquired with a    ........................
 Climb all engines operating.                             synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
1.c.2. Performance. Climb. One Engine       X        X   Data may be acquired with a    ........................
 Inoperative Climb.                                       synchronized video of
                                                          calibrated airplane
                                                          instruments and engine power
                                                          throughout the climb range.
1.c.4. Performance. Climb. One Engine       X        X   Data may be acquired with a    ........................
 Inoperative Approach Climb (if                           synchronized video of
 operations in icing conditions are                       calibrated airplane
 authorized).                                             instruments and engine power
                                                          throughout the climb range.
1.d.1. Cruise/Descent. Level flight         X        X   Data may be acquired with a    ........................
 acceleration.                                            synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
1.d.2. Cruise/Descent. Level flight         X        X   Data may be acquired with a    ........................
 deceleration.                                            synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
1.d.4. Cruise/Descent. Idle descent..       X        X   Data may be acquired with a    ........................
                                                          synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
1.d.5. Cruise/Descent. Emergency            X        X   Data may be acquired with a    ........................
 Descent.                                                 synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position, engine parameters,
                                                          and elapsed time.
1.e.1. Performance. Stopping.               X        X   Data may be acquired during    ........................
 Deceleration time and distance,                          landing tests using a stop
 using manual application of wheel                        watch, runway markers, and a
 brakes and no reverse thrust on a                        synchronized video of
 dry runway.                                              calibrated airplane
                                                          instruments, thrust lever
                                                          position and the pertinent
                                                          parameters of engine power.
1.e.2. Performance. Ground.                 X        X   Data may be acquired during    ........................
 Deceleration Time and Distance,                          landing tests using a stop
 using reverse thrust and no wheel                        watch, runway markers, and a
 brakes.                                                  synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position and pertinent
                                                          parameters of engine power.
1.f.1. Performance. Engines.                X        X   Data may be acquired with a    ........................
 Acceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.

[[Page 59666]]

 
1.f.2. Performance. Engines.                X        X   Data may be acquired with a    ........................
 Deceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.
2.a.1.a. Handling Qualities. Static         X        X   Surface position data may be   ........................
 Control Checks. Pitch Controller                         acquired from flight data
 Position vs. Force and Surface                           recorder (FDR) sensor or, if
 Position Calibration.                                    no FDR sensor, at selected,
                                                          significant column positions
                                                          (encompassing significant
                                                          column position data
                                                          points), acceptable to the
                                                          NSPM, using a control
                                                          surface protractor on the
                                                          ground (for airplanes with
                                                          reversible control systems,
                                                          this function should be
                                                          accomplished with winds less
                                                          than 5 kts.). Force data may
                                                          be acquired by using a hand
                                                          held force gauge at the same
                                                          column position data points.
2.a.2.a. Handling Qualities. Static         X        X   Surface position data may be   ........................
 Control Checks. Roll Controller                          acquired from flight data
 Position vs. Force and Surface                           recorder (FDR) sensor or, if
 Position Calibration.                                    no FDR sensor, at selected,
                                                          significant wheel positions
                                                          (encompassing significant
                                                          wheel position data points),
                                                          acceptable to the NSPM,
                                                          using a control surface
                                                          protractor on the ground
                                                          (for airplanes with
                                                          reversible control systems,
                                                          this function should be
                                                          accomplished with winds less
                                                          than 5 kts.). Force data may
                                                          be acquired by using a hand
                                                          held force gauge at the same
                                                          wheel position data points.
2.a.3.a. Handling Qualities. Static         X        X   Surface position data may be   ........................
 Control Checks. Rudder Pedal                             acquired from flight data
 Position vs. Force and Surface                           recorder (FDR) sensor or, if
 Position Calibration.                                    no FDR sensor, at selected,
                                                          significant rudder pedal
                                                          positions (encompassing
                                                          significant rudder pedal
                                                          position data points),
                                                          acceptable to the NSPM,
                                                          using a control surface
                                                          protractor on the ground
                                                          (for airplanes with
                                                          reversible control systems,
                                                          this function should be
                                                          accomplished with winds less
                                                          than 5 kts.). Force data may
                                                          be acquired by using a hand
                                                          held force gauge at the same
                                                          rudder pedal position data
                                                          points.
2.a.4. Handling Qualities. Static           X        X   Breakout data may be acquired  ........................
 Control Checks. Nosewheel Steering                       with a hand held force
 Controller Force and Position.                           gauge. The remainder of the
                                                          force to the stops may be
                                                          calculated if the force
                                                          gauge and a protractor are
                                                          used to measure force after
                                                          breakout for at least 25% of
                                                          the total displacement
                                                          capability.
2.a.5. Handling Qualities. Static           X        X   Data may be acquired through   ........................
 Control Checks. Rudder Pedal                             the use of force pads on the
 Steering Calibration.                                    rudder pedals and a pedal
                                                          position measurement device,
                                                          together with design data
                                                          for nose wheel position.
2.a.6. Handling Qualities. Static           X        X   Data may be acquired through
 Control Checks. Pitch Trim Indicator                     calculations.
 vs. Surface Position Calibration.
2.a.7. Handling qualities. Static           X        X   Data may be acquired by using  ........................
 control tests. Pitch trim rate.                          a synchronized video of
                                                          pitch trim indication and
                                                          elapsed time through range
                                                          of trim indication.
2.a.8. Handling Qualities. Static           X        X   Data may be acquired through   ........................
 Control tests. Alignment of Flight                       the use of a temporary
 deck Throttle Lever Angle vs.                            throttle quadrant scale to
 Selected engine parameter.                               document throttle position.
                                                          Use a synchronized video to
                                                          record steady state
                                                          instrument readings or hand-
                                                          record steady state engine
                                                          performance readings.
2.a.9. Handling qualities. Static           X        X   Use of design or predicted     ........................
 control tests. Brake pedal position                      data is acceptable. Data may
 vs. force and brake system pressure                      be acquired by measuring
 calibration.                                             deflection at ``zero'' and
                                                          ``maximum'' and calculating
                                                          deflections between the
                                                          extremes using the airplane
                                                          design data curve.
2.c.1. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Power                        an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and throttle
                                                          position.

[[Page 59667]]

 
2.c.2. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Flap/                        an inertial measurement
 slat change dynamics.                                    system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and flap/slat
                                                          position.
2.c.3. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Spoiler/                     an inertial measurement
 speedbrake change dynamics.                              system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and spoiler/
                                                          speedbrake position.
2.c.4. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Gear                         an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and gear
                                                          position.
2.c.5. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              use of an inertial
 Longitudinal trim.                                       measurement system and a
                                                          synchronized video of flight
                                                          deck controls position
                                                          (previously calibrated to
                                                          show related surface
                                                          position) and the engine
                                                          instrument readings.
2.c.6. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              the use of an inertial
 Longitudinal maneuvering stability                       measurement system and a
 (stick force/g).                                         synchronized video of
                                                          calibrated airplane
                                                          instruments; a temporary,
                                                          high resolution bank angle
                                                          scale affixed to the
                                                          attitude indicator; and a
                                                          wheel and column force
                                                          measurement indication.
2.c.7. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              the use of a synchronized
 Longitudinal static stability.                           video of airplane flight
                                                          instruments and a hand held
                                                          force gauge.
2.c.8. Handling qualities.                  X        X   Data may be acquired through   Airspeeds may be cross
 Longitudinal control tests. Stall                        a synchronized video           checked with those in
 characteristics.                                         recording of a stop watch      the TIR and AFM.
                                                          and calibrated airplane
                                                          airspeed indicator. Hand-
                                                          record the flight conditions
                                                          and airplane configuration.
2.c.9. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Phugoid                      an inertial measurement
 dynamics.                                                system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.c.10. Handling qualities.                          X   Data may be acquired by using  ........................
 Longitudinal control tests. Short                        an inertial measurement
 period dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.d.1. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Minimum control                       an inertial measurement
 speed, air (Vmca or Vmci), per                           system and a synchronized
 applicable airworthiness standard or                     video of calibrated airplane
 Low speed engine inoperative                             instruments and force/
 handling characteristics in the air.                     position measurements of
                                                          flight deck controls.
2.d.2. Handling qualities. Lateral          X        X   Data may be acquired by using  May be combined with
 directional tests. Roll response                         an inertial measurement        step input of flight
 (rate).                                                  system and a synchronized      deck roll controller
                                                          video of calibrated airplane   test, 2.d.3.
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck lateral controls.
2.d.3. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Roll response to                      an inertial measurement
 flight deck roll controller step                         system and a synchronized
 input.                                                   video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck lateral controls.
2.d.4. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Spiral stability.                     an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments; force/position
                                                          measurements of flight deck
                                                          controls; and a stop watch.

[[Page 59668]]

 
2.d.5. Handling qualities. Lateral          X        X   Data may be hand recorded in-  Trimming during second
 directional tests. Engine                                flight using high resolution   segment climb is not a
 inoperative trim.                                        scales affixed to trim         certification task and
                                                          controls that have been        should not be conducted
                                                          calibrated on the ground       until a safe altitude
                                                          using protractors on the       is reached.
                                                          control/trim surfaces with
                                                          winds less than 5 kts. OR
                                                          Data may be acquired during
                                                          second segment climb (with
                                                          proper pilot control input
                                                          for an engine-out condition)
                                                          by using a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.d.6. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Rudder response.                      an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          rudder pedals.
2.d.7. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Dutch roll (yaw                       an inertial measurement
 damper OFF).                                             system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.d.8. Handling qualities. Lateral          X        X   Data may be acquired by using  ........................
 directional tests. Steady state                          an inertial measurement
 sideslip.                                                system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Ground
                                                          track and wind corrected
                                                          heading may be used for
                                                          sideslip angle.
2.e.1. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 Normal landing.                                          an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.e.3. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 Crosswind landing.                                       an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
2.e.4. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 One engine inoperative landing.                          an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and the force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
2.e.5. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 Autopilot landing (if applicable).                       an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
2.e.6. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 All engines operating, autopilot, go                     an inertial measurement
 around.                                                  system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
2.e.7. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 One engine inoperative go around.                        an inertial measurement
                                                          system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
2.e.8. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 Directional control (rudder                              an inertial measurement
 effectiveness with symmetric thrust).                    system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.
2.e.9. Handling qualities. Landings.                 X   Data may be acquired by using  ........................
 Directional control (rudder                              an inertial measurement
 effectiveness with asymmetric                            system and a synchronized
 reverse thrust).                                         video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls. Normal
                                                          and lateral accelerations
                                                          may be recorded in lieu of
                                                          AOA and sideslip.

[[Page 59669]]

 
2.f. Handling qualities. Ground                      X   Data may be acquired by using  ........................
 effect. Test to demonstrate ground                       calibrated airplane
 effect.                                                  instruments, an inertial
                                                          measurement system, and a
                                                          synchronized video of
                                                          calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------

End Information

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

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

Begin QPS Requirements

1. Requirements

    a. Except for special use visual scenes and airport models 
described below, all visual scenes and airport models required by 
this part must be representations of real-world, operational 
airports or representations of fictional airports and must meet the 
requirements set out in Tables A3B and A3C of this attachment, as 
appropriate.
    b. If fictional airports are used, the sponsor must ensure that 
navigational aids and all appropriate maps, charts, and other 
navigational reference material for the fictional airports (and 
surrounding areas as necessary) are compatible, complete, and 
accurate with respect to the visual presentation and scene content 
of the visual model of this fictional airport. An SOC must be 
submitted that addresses navigation aid installation and performance 
and other criteria (including obstruction clearance protection) for 
all instrument approaches to the fictional airports that are 
available in the simulator. The SOC must reference and account for 
information in the terminal instrument procedures manual and the 
construction and availability of the required maps, charts, and 
other navigational material. This material must be clearly marked 
``for training purposes only.''
    c. When the simulator is being used by an instructor or 
evaluator for purposes of training, checking, or testing under this 
chapter, only visual scenes and airport models classified as Class 
I, Class II, or Class III may be available to the instructor or 
evaluator. The classifications are as follows:
    (1) Class I (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models used for 
simulator qualification at a specified level. These visual scenes 
and airport models must meet the minimum requirements in Table A3B 
of this attachment, be evaluated by the NSPM, be listed on the 
Statement of Qualification (SOQ), and be available for use at the 
simulator IOS.
    (2) Class II (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models that are in 
excess of those used for simulator qualification at a specified 
level. These visual scenes and airport models must meet the minimum 
requirements set out in Table A3C of this attachment. These visual 
scenes and airport models may be made available on the simulator IOS 
without further involvement of the NSPM or the TPAA.
    (3) For an interim period ending [date 2 years after the 
effective date of the final rule], Class III visual scenes and 
airport models (whether modeling real world airports, generic 
airports, or fictional airports) may be approved for specific 
purposes by the TPAA or a foreign regulatory authority for a foreign 
user of the device. Examples of approved activities include specific 
airport or runway qualification, very low visibility operations 
training, including Surface Movement Guidance System (SMGS) 
operations, or use of a specific airport visual model aligned with 
an instrument procedure for another airport for instrument training. 
At the end of the interim period, all Class III visual scenes and 
airport models must be classified as either a Class I or a Class II 
visual scene or airport model or be removed from availability at the 
simulator IOS. However, Class III visual scenes and airport models 
may continue to be used after the end of the interim period if they 
are part of a training program specifically approved by the TPAA or 
other regulatory authority that uses a task and capability analysis 
as the basis for approval of this specific media element, (i.e., the 
specific scene or model selected for use in that program).
    d. When a person sponsors an FSTD maintained by a person other 
than a U.S. certificate holder, the sponsor is accountable for that 
FSTD originally meeting, and continuing to meet, the criteria under 
which it was originally qualified and the appropriate Part 60 
criteria, including the visual scenes and airport models that may be 
used by instructors or evaluators for purposes of training, 
checking, or testing under this chapter.
    e. Neither Class II nor Class III airport visual models are 
required to appear on the SOQ. However, the sponsor is responsible 
for ensuring the FSTD originally meets, and continues to meet, the 
visual scene and airport model requirements for Class II or Class 
III visual scenes and airport models that may be used by instructors 
or evaluators for training, checking, or testing under this chapter.
    f. When the visual scenes and airport models represent real 
world airports and a permanent change is made to that real world 
airport (e.g., a new runway, an extended taxiway, a new lighting 
system, a runway closure) without a written extension grant from the 
NSPM (described below), an update to that visual scene or airport 
model must be made in accordance with the following time limits:
    (1) For a new airport runway, a runway extension, a new airport 
taxiway, a taxiway extension, or a runway/taxiway closure--within 60 
days of the opening for use of the new airport runway, runway 
extension, new airport taxiway, or taxiway extension; or within 60 
days of the closure of the runway or taxiway.
    (2) For a new or modified approach light system--within 30 days 
of the activation of the new or modified approach light system.
    (3) For other facility or structural changes on the airport 
(e.g., new terminal, relocation of Air Traffic Control Tower)--
within 6 months of the opening of the new or changed facility or 
structure.
    g. If a sponsor desires an extension to the time limit for an 
update to a visual scene or airport model, the sponsor must provide 
a written extension request to the POI/TCPM stating the reason for 
the update delay and a proposed completion date. A copy of this 
request must also be sent to the NSPM. The sponsor will forward a 
copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has 
granted an extension, the NSPM will issue an extension 
authorization, not to exceed an additional 12 months.

End QPS Requirements

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

Begin Information

2. Discussion

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator accurately simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the simulator controls, instruments, and systems. The 
items listed in the following Tables are for simulator evaluation 
purposes only. They may not be used to limit or exceed the 
authorizations for use of a given level of simulator as described on 
the Statement of Qualification or as may be approved by the TPAA.
    b. The tests in Table A3A, Operations Tasks, in this attachment, 
address pilot functions, including maneuvers and procedures (called 
flight tasks), and are divided by flight phases. The performance of 
these tasks by the NSPM includes an operational examination of the 
visual system and special effects. There are flight tasks included 
to address some features of advanced technology airplanes and

[[Page 59670]]

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

End Information

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

                                   Table A3A.--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                             >>
-----------------------------------------------------------------------------------------------------------------
                                                                                                Simulator level
                   Number                                     Operation tasks                -------------------
                                                                                               A    B    C    D
----------------------------------------------------------------------------------------------------------------
                                              Tasks in this table are subject to evaluation if appropriate for
                                               the airplane simulated as indicated in the SOQ Configuration List
                                               or the level of simulator qualification involved. Items not
                                               installed or not functional on the simulator and, therefore, not
                                               appearing on the SOQ Configuration List, are not required to be
                                               listed as exceptions on the SOQ.
----------------------------------------------------------------------------------------------------------------
1...........................................  Preparation for Flight........................   X    X    X    X
                                              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.
----------------------------------------------------------------------------------------------------------------
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    X    X    X    X
                                               start, tail pipe fire).
----------------------------------------------------------------------------------------------------------------
    2.b.....................................  Pushback/Powerback
----------------------------------------------------------------------------------------------------------------
    2.c.....................................  Taxi
----------------------------------------------------------------------------------------------------------------
        2.c.1...............................  Thrust response...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59671]]

 
        2.c.2...............................  Power lever friction..........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        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/           X    X    X    X
                                               emergency).
----------------------------------------------------------------------------------------------------------------
        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-   X    X    X    X
                                               rate, short field operations).
----------------------------------------------------------------------------------------------------------------
        3.a.6...............................  Low visibility take-off.......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.a.7...............................  Landing gear, wing flap leading edge device      X    X    X    X
                                               operation.
----------------------------------------------------------------------------------------------------------------
        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      X    X    X    X
                                               V1, max de-rate, short field operations).
----------------------------------------------------------------------------------------------------------------
        3.b.3...............................  With failure of most critical engine at most     X    X    X    X
                                               critical point, continued take-off.
----------------------------------------------------------------------------------------------------------------
        3.b.4...............................  With wind shear...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.b.5...............................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
        3.b.6...............................  Rejected takeoff with brake fade..............  ...  ...   X    X
----------------------------------------------------------------------------------------------------------------
        3.b.7...............................  Rejected, contaminated runway.................  ...  ...   X    X
----------------------------------------------------------------------------------------------------------------
        3.b.8...............................  Propulsion System Malfunction:................  ...  ...   X    X
                                              (i) Prior to V1 decision speed................
                                              (ii) Between V1 and Vr (rotation speed).......
                                              (iii) Between Vr and 500 feet above ground
                                               level.
----------------------------------------------------------------------------------------------------------------
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       X    X    X    X
                                               buffet) and recovery (trim change).
----------------------------------------------------------------------------------------------------------------
    5.d.....................................  Overspeed warning (in excess of Vmo or Mmo)...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.e.....................................  High IAS handling.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59672]]

 
6...........................................  Maneuvers
----------------------------------------------------------------------------------------------------------------
    6.a.....................................  High angle of attack, approach to stalls,        X    X    X    X
                                               stall warning, buffet, and g-break (take-off,
                                               cruise, approach, and landing configuration).
----------------------------------------------------------------------------------------------------------------
    6.b.....................................  Flight envelope protection (high angle of        X    X    X    X
                                               attack, bank limit, overspeed, etc.).
----------------------------------------------------------------------------------------------------------------
    6.c.....................................  Turns with/without speedbrake/spoilers           X    X    X    X
                                               deployed.
----------------------------------------------------------------------------------------------------------------
    6.d.....................................  Normal and steep turns........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    6.e.....................................  In flight engine shutdown and restart            X    X    X    X
                                               (assisted and windmill).
----------------------------------------------------------------------------------------------------------------
    6.f.....................................  Maneuvering with one or more engines             X    X    X    X
                                               inoperative, as appropriate.
----------------------------------------------------------------------------------------------------------------
    6.g.....................................  Specific flight characteristics (e.g., direct    X    X    X    X
                                               lift control).
----------------------------------------------------------------------------------------------------------------
    6.h.....................................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
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,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
8...........................................  Instrument Approaches And Landing. Those instrument approach and
                                               landing tests relevant to the simulated airplane type are
                                               selected from the following list. Some tests are made with
                                               limiting wind velocities, under windshear conditions, and with
                                               relevant system failures, including the failure of the Flight
                                               Director. If Standard Operating Procedures allow use autopilot
                                               for non-precision approaches, evaluation of the autopilot will be
                                               included. Level A simulators are not authorized to credit the
                                               landing maneuver.
----------------------------------------------------------------------------------------------------------------
    8.a.....................................  Precision
----------------------------------------------------------------------------------------------------------------
        8.a.1...............................  PAR...........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.a.2...............................  CAT I/GBAS (ILS/MLS) published approaches.....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Manual approach with/without flight          X    X    X    X
                                               director including landing.
----------------------------------------------------------------------------------------------------------------
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               and manual landing.
----------------------------------------------------------------------------------------------------------------
                                              (iii) Manual approach to DH and go-around all    X    X    X    X
                                               engines.
----------------------------------------------------------------------------------------------------------------
                                              (iv) Manual one engine out approach to DH and    X    X    X    X
                                               go-around.
----------------------------------------------------------------------------------------------------------------
                                              (v) Manual approach controlled with and          X    X    X    X
                                               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,    X    X    X    X
                                               one engine out to DH and go-around.
----------------------------------------------------------------------------------------------------------------
                                              (vii) Approach and landing with minimum/         X    X    X    X
                                               standby electrical power.
----------------------------------------------------------------------------------------------------------------
        8.a.3...............................  CAT II/GBAS (ILS/MLS) published approaches....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               DH and landing.
----------------------------------------------------------------------------------------------------------------
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH and go-around.
----------------------------------------------------------------------------------------------------------------
                                              (iii) Autocoupled approach to DH and manual go-  X    X    X    X
                                               around.
----------------------------------------------------------------------------------------------------------------

[[Page 59673]]

 
                                              (iv) Category II published approach (auto-       X    X    X    X
                                               coupled, autothrottle).
----------------------------------------------------------------------------------------------------------------
        8.a.4...............................  CAT III/GBAS (ILS/MLS) published approaches...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               land and rollout.
----------------------------------------------------------------------------------------------------------------
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around.
----------------------------------------------------------------------------------------------------------------
                                              (iii) Autopilot/autothrottle coupled approach    X    X    X    X
                                               to land and rollout with one engine out.
----------------------------------------------------------------------------------------------------------------
                                              (iv) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around with one
                                               engine out.
----------------------------------------------------------------------------------------------------------------
                                              (v) Autopilot/autothrottle coupled approach      X    X    X    X
                                               (to land or to go around).
----------------------------------------------------------------------------------------------------------------
                                              A. With generator failure.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              B. With 10 knot tail wind.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              C. With 10 knot crosswind.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    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    X    X    X    X
                                               engines operating with and without visual
                                               approach aid guidance.
----------------------------------------------------------------------------------------------------------------
    9.b.....................................  Approach and landing with one or more engines    X    X    X    X
                                               inoperative.
----------------------------------------------------------------------------------------------------------------
    9.c.....................................  Operation of landing gear, flap/slats and        X    X    X    X
                                               speedbrakes (normal and abnormal).
----------------------------------------------------------------------------------------------------------------
    9.d.....................................  Approach and landing with crosswind (max.        X    X    X    X
                                               demonstrated).
----------------------------------------------------------------------------------------------------------------
    9.e.....................................  Approach to land with windshear on approach...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.f.....................................  Approach and landing with flight control         X    X    X    X
                                               system failures, reconfiguration modes,
                                               manual reversion and associated handling
                                               (most significant degradation which is
                                               probable).
----------------------------------------------------------------------------------------------------------------
    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)      X    X    X    X
                                               electrical/hydraulic power.
----------------------------------------------------------------------------------------------------------------
    9.i.....................................  Approach and landing from circling conditions    X    X    X    X
                                               (circling approach).
----------------------------------------------------------------------------------------------------------------
    9.j.....................................  Approach and landing from visual traffic         X    X    X    X
                                               pattern.
----------------------------------------------------------------------------------------------------------------
    9.k.....................................  Approach and landing from non-precision          X    X    X    X
                                               approach.
----------------------------------------------------------------------------------------------------------------
    9.l.....................................  Approach and landing from precision approach..   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59674]]

 
    9.m.....................................  Approach procedures with vertical guidance       X    X    X    X
                                               (APV), e.g., SBAS.
----------------------------------------------------------------------------------------------------------------
10..........................................  Missed Approach
----------------------------------------------------------------------------------------------------------------
    10.a....................................  All engines...................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.b....................................  One or more engine(s) out.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.c....................................  With flight control system failures,             X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
11..........................................  Surface Operations (Landing roll and taxi)
----------------------------------------------------------------------------------------------------------------
    11.a....................................  Spoiler operation.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.b....................................  Reverse thrust operation......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.c....................................  Directional control and ground handling, both   ...   X    X    X
                                               with and without reverse thrust.
----------------------------------------------------------------------------------------------------------------
    11.d....................................  Reduction of rudder effectiveness with          ...   X    X    X
                                               increased reverse thrust (rear pod-mounted
                                               engines).
----------------------------------------------------------------------------------------------------------------
    11.e....................................  Brake and anti-skid operation with dry, patchy  ...  ...   X    X
                                               wet, wet on rubber residue, and patchy icy
                                               conditions.
----------------------------------------------------------------------------------------------------------------
    11.f....................................  Brake operation, to include auto-braking         X    X    X    X
                                               system where applicable.
----------------------------------------------------------------------------------------------------------------
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,     X    X    X    X
                                               TCAS).
----------------------------------------------------------------------------------------------------------------
        12.a.15.............................  Flight control computers including stability     X    X    X    X
                                               and control augmentation.
----------------------------------------------------------------------------------------------------------------
        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
----------------------------------------------------------------------------------------------------------------

[[Page 59675]]

 
        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
----------------------------------------------------------------------------------------------------------------
        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.--Functions and Subjective tests--Visual Scene Content for
                    Qualification at the Stated Level
------------------------------------------------------------------------
                                                        Simulator level
      Number          Class I visual scenes/visual   -------------------
                                 models                A    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality to qualify a simulator at the indicated level. This table
 applies only to the airport scenes required for simulator
 qualification; i.e., one airport scene for Level A and Level B
 simulators; three airport scenes for Level C and Level D simulators.
------------------------------------------------------------------------
                         Begin QPS Requirements
------------------------------------------------------------------------
1.................  Functional test content requirements for Level A and
                       Level B simulators. The following is the minimum
                     airport model content requirement to satisfy visual
                     capability tests, and provides suitable visual cues
                     to allow completion of all functions and subjective
                      tests described in this attachment for simulators
                                      at Levels A and B.
------------------------------------------------------------------------
    1.a...........  A minimum of one (1)               X    X
                     representative airport model.
                     This model identification must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
    1.b...........  The fidelity of the visual scene   X    X
                     must be sufficient for the
                     aircrew to visually identify
                     the airport; determine the
                     position of the simulated
                     airplane within a night visual
                     scene; successfully accomplish
                     take-offs, approaches, and
                     landings; and maneuver around
                     the airport on the ground as
                     necessary.
------------------------------------------------------------------------
    1.c...........  Runways:........................   X    X
------------------------------------------------------------------------
        1.c.1.....  Visible runway number...........   X    X
------------------------------------------------------------------------
        1.c.2.....  Runway threshold elevations and    X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     altimeter).
------------------------------------------------------------------------
        1.c.3.....  Runway surface and markings.....   X    X
------------------------------------------------------------------------
        1.c.4.....  Lighting for the runway in use     X    X
                     including runway edge and
                     centerline.
------------------------------------------------------------------------
        1.c.5.....  Lighting, visual approach aid      X    X
                     and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------
        1.c.6.....  Representative taxiway lights...   X    X
------------------------------------------------------------------------
2.................  Functional test content requirements for Level C and
                       Level D simulators. The following is the minimum
                     airport model content requirement to satisfy visual
                      capability tests, and provide suitable visual cues
                     to allow completion of all functions and subjective
                      tests described in this attachment for simulators
                          at Levels C and D. Not all of the elements
                     described in this section must be found in a single
                         airport scene. However, all of the elements
                      described in this section must be found throughout
                        a combination of the three (3) airport models
                                    described in item 2.a.
------------------------------------------------------------------------
    2.a...........  A minimum of three (3)                       X    X
                     representative airport models.
                     The model identifications must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
        2.a.1.....  Night and Twilight (Dusk) scenes             X    X
                     required.
------------------------------------------------------------------------

[[Page 59676]]

 
        2.a.2.....  Daylight scenes required........                  X
------------------------------------------------------------------------
    2.b...........  Two parallel runways and one                 X    X
                     crossing runway, displayed
                     simultaneously; at least two of
                     the runways must be able to be
                     lighted fully and
                     simultaneously.
                       Note: This requirement may be
                        demonstrated at either a
                        fictional airport or a real-
                        world airport. However, if a
                        fictional airport is used,
                        this airport must be listed
                        on the Statement of
                        Qualification..
------------------------------------------------------------------------
    2.c...........  Runway threshold elevations and              X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     HGS, GPS, altimeter); slopes in
                     runways, taxiways, and ramp
                     areas must not cause
                     distracting or unrealistic
                     effects, including pilot eye-
                     point height variation.
------------------------------------------------------------------------
    2.d...........  Representative airport                       X    X
                     buildings, structures and
                     lighting.
------------------------------------------------------------------------
    2.e...........  At least one useable gate, at                X    X
                     the appropriate height
                     (required only for those
                     airplanes that typically
                     operate from terminal gates).
------------------------------------------------------------------------
    2.f...........  Representative moving and static             X    X
                     gate clutter (e.g., other
                     airplane, power carts, tugs,
                     fuel trucks, and additional
                     gates).
------------------------------------------------------------------------
    2.g...........  Representative gate/apron                    X    X
                     markings (e.g., hazard
                     markings, lead-in lines, gate
                     numbering) and lighting.
------------------------------------------------------------------------
    2.h...........  Representative runway markings,              X    X
                     lighting, and signage,
                     including a windsock that gives
                     appropriate wind cues.
------------------------------------------------------------------------
    2.i...........  Representative taxiway markings,             X    X
                     lighting, and signage necessary
                     for position identification,
                     and to taxi from parking to a
                     designated runway and return to
                     parking.
------------------------------------------------------------------------
    2.j...........  A low visibility taxi route                       X
                     (e.g., Surface Movement
                     Guidance Control System, follow-
                     me truck, daylight taxi lights)
                     must also be demonstrated.
------------------------------------------------------------------------
    2.k...........  Representative moving and static             X    X
                     ground traffic (e.g., vehicular
                     and airplane), including the
                     capability to present ground
                     hazards (e.g., another airplane
                     crossing the active runway).
------------------------------------------------------------------------
    2.l...........  Representative moving airborne               X    X
                     traffic, including the
                     capability to present air
                     hazards (e.g., airborne traffic
                     on a possible collision course).
------------------------------------------------------------------------
    2.m...........  Representative depiction of                  X    X
                     terrain and obstacles as well
                     as significant and identifiable
                     natural and cultural features,
                     within 25 NM of the reference
                     airport.
------------------------------------------------------------------------
    2.n...........  Appropriate approach lighting                X    X
                     systems and airfield lighting
                     for a VFR circuit and landing,
                     non-precision approaches and
                     landings, and Category I, II
                     and III precision approaches
                     and landings.
------------------------------------------------------------------------
    2.o...........  Representative gate docking aids             X    X
                     or a marshaller.
------------------------------------------------------------------------
    2.p...........  Portrayal of physical                             X
                     relationships known to cause
                     landing illusions (e.g., short
                     runways, landing approaches
                     over water, uphill or downhill
                     runways, rising terrain on the
                     approach path).This requirement
                     may be met by a Statement of
                     Compliance and Capability (SOC)
                     and a demonstration of two
                     landing illusions. The
                     illusions are not required to
                     be beyond the normal
                     operational capabilities of the
                     airplane being simulated. The
                     demonstrated illusions must be
                     available to the instructor or
                     check airman at the IOS for
                     training, testing, checking, or
                     experience activities.
------------------------------------------------------------------------
    2.q...........  Portrayal of runway surface                       X
                     contaminants, including runway
                     lighting reflections when wet
                     and partially obscured lights
                     when snow is present, or
                     suitable alternative effects.
------------------------------------------------------------------------
3.................  Visual scene management. The following are the
                     minimum visual scene management requirements for
                     simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    3.a...........  Runway and approach lighting       X    X    X    X
                     must fade into view in
                     accordance with the
                     environmental conditions set in
                     the simulator, and the distance
                     from the object.
------------------------------------------------------------------------
    3.b...........  The direction of strobe lights,    X    X    X    X
                     approach lights, runway edge
                     lights, visual landing aids,
                     runway centerline lights,
                     threshold lights, and touchdown
                     zone lights must be replicated.
------------------------------------------------------------------------
4.................    Visual feature recognition. The following are the
                      minimum distances at which runway features must be
                       visible for simulators at Levels A, B, C, and D.
                      Distances are measured from runway threshold to an
                       airplane aligned with the runway on an extended
                        3[deg] glide-slope in simulated meteorological
                      conditions that recreate the minimum distances for
                        visibility. For circling approaches, all tests
                      apply to the runway used for the initial approach
                            and to the runway of intended landing.
------------------------------------------------------------------------

[[Page 59677]]

 
    4.a...........  Runway definition, strobe          X    X    X    X
                     lights, approach lights, and
                     runway edge white lights from 5
                     sm (8 km) of the runway
                     threshold.
------------------------------------------------------------------------
    4.b...........  Visual Approach Aid lights (VASI             X    X
                     or PAPI) from 5 sm (8 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.c...........  Visual Approach Aid lights (VASI   X    X
                     or PAPI) from 3 sm (5 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.d...........  Runway centerline lights and       X    X    X    X
                     taxiway definition from 3 sm (5
                     km).
------------------------------------------------------------------------
    4.e...........  Threshold lights and touchdown     X    X    X    X
                     zone lights from 2 sm (3 km).
------------------------------------------------------------------------
    4.f...........  Runway markings within range of    X    X    X    X
                     landing lights for night scenes
                     as required by the surface
                     resolution test on day scenes.
------------------------------------------------------------------------
    4.g...........  For circling approaches, the       X    X    X    X
                     runway of intended landing and
                     associated lighting should fade
                     into view in a non-distracting
                     manner.
------------------------------------------------------------------------
5.................    Airport model content. The following sets out the
                      minimum requirements for what must be provided in
                       an airport visual model and also identifies the
                      other aspects of the airport environment that must
                     correspond with that model for simulators at Levels
                      A, B, C, and D. For circling approaches, all tests
                      apply to the runway used for the initial approach
                        and to the runway of intended landing. If all
                         runways in an airport model used to meet the
                      requirements of this attachment are not designated
                      as ``in use,'' then the ``in use'' runways must be
                       listed on the Statement of Qualification (e.g.,
                      KORD, Rwys 9R, 14L, 22R). Models of airports with
                        more than one runway must have all significant
                         runways not ``in-use'' visually depicted for
                     airport and runway recognition purposes. The use of
                      white or off white light strings that identify the
                      runway threshold, edges, and ends for twilight and
                      night scenes are acceptable for this requirement.
                      Rectangular surface depictions are acceptable for
                       daylight scenes. A visual system's capabilities
                      must be balanced between providing airport models
                      with an accurate representation of the airport and
                        a realistic representation of the surrounding
                                         environment.
------------------------------------------------------------------------
    5.a...........  The surface and markings for each ``in-use'' runway
                     must include the following:
------------------------------------------------------------------------
        5.a.1.....  Threshold markings..............   X    X    X    X
------------------------------------------------------------------------
        5.a.2.....  Runway numbers..................   X    X    X    X
------------------------------------------------------------------------
        5.a.3.....  Touchdown zone markings.........   X    X    X    X
------------------------------------------------------------------------
        5.a.4.....  Fixed distance markings.........   X    X    X    X
------------------------------------------------------------------------
        5.a.5.....  Edge markings...................   X    X    X    X
------------------------------------------------------------------------
        5.a.6.....  Centerline stripes..............   X    X    X    X
------------------------------------------------------------------------
    5.b...........  Each runway designated as an ``in-use'' runway must
                     include the following detail that is either modeled
                     using airport pictures, construction drawings and
                     maps, U.S. National Imagery and Mapping Agency, or
                     other data, or modeled in accordance with published
                     regulatory material. Sponsors are not required to
                     provide every detail of a runway, but the detail
                     that is provided should be correct within
                     reasonable limits
------------------------------------------------------------------------
        5.b.1.....  The lighting for each ``in-use'' runway must include
                     the following:
------------------------------------------------------------------------
                    (i) Threshold lights............   X    X    X    X
------------------------------------------------------------------------
                    (ii) Edge lights................   X    X    X    X
------------------------------------------------------------------------
                    (iii) End lights................   X    X    X    X
------------------------------------------------------------------------
                    (iv) Centerline lights, if         X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (v) Touchdown zone lights, if      X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vi) Leadoff lights, if            X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vii) Appropriate visual landing   X    X    X    X
                     aid(s) for that runway.
------------------------------------------------------------------------
                    (viii) Appropriate approach        X    X    X    X
                     lighting system for that runway.
------------------------------------------------------------------------
        5.b.2.....  The taxiway surface and markings associated with
                     each ``in-use'' runway must include the following:
------------------------------------------------------------------------
                    (i) Edge........................   X    X    X    X
------------------------------------------------------------------------

[[Page 59678]]

 
                    (ii) Centerline.................   X    X    X    X
------------------------------------------------------------------------
                    (iii) Runway hold lines.........   X    X    X    X
------------------------------------------------------------------------
                    (iv) ILS critical area marking..   X    X    X    X
------------------------------------------------------------------------
        5.b.3.....  The taxiway lighting associated with each ``in-use''
                     runway must include the following:
------------------------------------------------------------------------
                    (i) Edge........................   X    X    X
------------------------------------------------------------------------
                    (ii) Centerline, if appropriate.   X    X    X    X
------------------------------------------------------------------------
                    (iii) Runway hold and ILS          X    X    X    X
                     critical area lights.
------------------------------------------------------------------------
                    (iv) Edge lights of correct                       X
                     color.
------------------------------------------------------------------------
        5.b.4.....  Airport signage associated with each ``in-use''
                     runway must include the following:
------------------------------------------------------------------------
                    (i) Distance remaining signs, if   X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (ii) Signs at intersecting         X    X    X    X
                     runways and taxiways.
------------------------------------------------------------------------
                    (iii) Signs described in items     X    X    X    X
                     ``2h'' and ``2i'' of this table.
------------------------------------------------------------------------
        5.b.5.....  Required visual model correlation with other aspects
                     of the airport environment simulation:
------------------------------------------------------------------------
                    (i) The airport model must be      X    X    X    X
                     properly aligned with the
                     navigational aids that are
                     associated with operations at
                     the runway ``in-use''.
------------------------------------------------------------------------
                    (ii) The simulation of runway                     X
                     contaminants must be correlated
                     with the displayed runway
                     surface and lighting where
                     applicable.
------------------------------------------------------------------------
6.................  Correlation with airplane and associated
                     equipment.The following are the minimum correlation
                     comparisons that must be made for simulators at
                     Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a...........  Visual system compatibility with   X    X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------
    6.b...........  Visual cues to assess sink rate    X    X    X    X
                     and depth perception during
                     landings.
------------------------------------------------------------------------
    6.c...........  Accurate portrayal of              X    X    X    X
                     environment relating to flight
                     simulator attitudes.
------------------------------------------------------------------------
    6.d...........  The visual scene must correlate    X    X    X    X
                     with integrated airplane
                     systems, where fitted (e.g.
                     terrain, traffic and weather
                     avoidance systems and Head-up
                     Guidance System (HGS)).
------------------------------------------------------------------------
    6.e...........  Representative visual effects      X    X    X    X
                     for each visible, own-ship,
                     airplane external light(s).
------------------------------------------------------------------------
    6.f...........  The effect of rain removal                        X
                     devices.
------------------------------------------------------------------------
7.................  Scene quality. The following are the minimum scene
                     quality tests that must be conducted for simulators
                     at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a...........  Surfaces and textural cues must              X    X
                     be free from apparent
                     quantization (aliasing).
------------------------------------------------------------------------
    7.b...........  System capable of portraying                 X    X
                     full color realistic textural
                     cues.
------------------------------------------------------------------------
    7.c...........  The system light points must be    X    X    X    X
                     free from distracting jitter,
                     smearing or streaking.
------------------------------------------------------------------------
    7.d...........  Demonstration of occulting         X    X
                     through each channel of the
                     system in an operational scene.
------------------------------------------------------------------------
    7.e...........  Demonstration of a minimum of                X    X
                     ten levels of occulting through
                     each channel of the system in
                     an operational scene.
------------------------------------------------------------------------
    7.f...........  System capable of providing                       X
                     focus effects that simulate
                     rain.
------------------------------------------------------------------------
    7.g...........  System capable of providing                  X    X
                     focus effects that simulate
                     light point perspective growth.
------------------------------------------------------------------------
    7.h...........  System capable of six discrete     X    X    X    X
                     light step controls (0-5).
------------------------------------------------------------------------
8.................  Environmental effects. The following are the minimum
                     environmental effects that must be available in
                     simulators at Levels A, B, C, and D.
------------------------------------------------------------------------

[[Page 59679]]

 
    8.a...........  The displayed scene                               X
                     corresponding to the
                     appropriate surface
                     contaminants and including
                     runway lighting reflections for
                     wet, partially obscured lights
                     for snow, or alternative
                     effects.
------------------------------------------------------------------------
        8.a.1.....  Special weather representations which include:
------------------------------------------------------------------------
                    (i) The sound, motion and visual                  X
                     effects of light, medium and
                     heavy precipitation near a
                     thunderstorm on take-off,
                     approach, and landings at and
                     below an altitude of 2,000 ft
                     (600 m) above the airport
                     surface and within a radius of
                     10 sm (16 km) from the airport.
------------------------------------------------------------------------
                    (ii) One airport with a snow                      X
                     scene to include terrain snow
                     and snow-covered taxiways and
                     runways.
------------------------------------------------------------------------
    8.b...........  In-cloud effects such as                     X    X
                     variable cloud density, speed
                     cues and ambient changes.
------------------------------------------------------------------------
    8.c...........  The effect of multiple cloud                 X    X
                     layers representing few,
                     scattered, broken and overcast
                     conditions giving partial or
                     complete obstruction of the
                     ground scene.
------------------------------------------------------------------------
    8.d...........  Visibility and RVR measured in     X    X    X    X
                     terms of distance. Visibility/
                     RVR checked at 2,000 ft (600 m)
                     above the airport and at two
                     heights below 2000ft with at
                     least 500 ft. of separation
                     between the measurements. The
                     measurements must be taken
                     within a radius of 10 sm (16
                     km) from the airport.
------------------------------------------------------------------------
    8.e...........  Patchy fog giving the effect of                   X
                     variable RVR.
------------------------------------------------------------------------
    8.f...........  Effects of fog on airport                    X    X
                     lighting such as halos and
                     defocus.
------------------------------------------------------------------------
    8.g...........  Effect of own-ship lighting in               X    X
                     reduced visibility, such as
                     reflected glare, including
                     landing lights, strobes, and
                     beacons.
------------------------------------------------------------------------
    8.h...........  Wind cues to provide the effect                   X
                     of blowing snow or sand across
                     a dry runway or taxiway
                     selectable from the instructor
                     station.
------------------------------------------------------------------------
9.................  Instructor control of the following: The following
                     are the minimum instructor controls that must be
                     available in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    9.a...........  Environmental effects, e.g.,       X    X    X    X
                     cloud base, cloud effects,
                     cloud density, visibility in
                     statute miles/ kilometers and
                     RVR in feet/meters.
------------------------------------------------------------------------
    9.b...........  Airport selection...............   X    X    X    X
------------------------------------------------------------------------
    9.c...........  Airport lighting, including        X    X    X    X
                     variable intensity.
------------------------------------------------------------------------
    9.d...........  Dynamic effects including ground             X    X
                     and flight traffic.
------------------------------------------------------------------------
                           End QPS Requirement
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
10................  An example of being able to ``combine two airport
                     models to achieve two ``in-use'' runways: One
                     runway designated as the ``in use'' runway in the
                     first model of the airport, and the second runway
                     designated as the ``in use'' runway in the second
                     model of the same airport. For example, the
                     clearance is for the ILS approach to Runway 27,
                     Circle to Land on Runway 18 right. Two airport
                     visual models might be used: the first with Runway
                     27 designated as the ``in use'' runway for the
                     approach to runway 27, and the second with Runway
                     18 Right designated as the ``in use'' runway. When
                     the pilot breaks off the ILS approach to runway 27,
                     the instructor may change to the second airport
                     visual model in which runway 18 Right is designated
                     as the ``in use'' runway, and the pilot would make
                     a visual approach and landing. This process is
                     acceptable to the FAA as long as the temporary
                     interruption due to the visual model change is not
                     distracting to the pilot.
------------------------------------------------------------------------
11................  Sponsors are not required to provide every detail of
                     a runway, but the detail that is provided should be
                     correct within reasonable limits.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

[[Page 59680]]

               Table A3C.--Functions and Subjective Tests
------------------------------------------------------------------------
 Visual Scene Content; Additional Visual Models Beyond Minimum Required
                            for Qualification
-------------------------------------------------------------------------
                                                        Simulator level
     Number         Class II visual scenes/visual    -------------------
                                models                 A    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality necessary to add airport visual models to a simulator's
 visual model library, beyond those necessary for qualification at the
 stated level, without the necessity of further involvement of the NSPM
 or TPAA.
------------------------------------------------------------------------
                         Begin QPS Requirements
------------------------------------------------------------------------
1..............  Visual scene management. The following is the minimum
                  visual scene management requirements for simulators at
                  Levels A, B, C, and D.
------------------------------------------------------------------------
    1.a........  The direction of strobe lights,       X    X    X    X
                  approach lights, runway edge
                  lights, visual landing aids,
                  runway centerline lights,
                  threshold lights, and touchdown
                  zone lights on the ``in-use''
                  runway must be replicated.
------------------------------------------------------------------------
2..............  Visual feature recognition. The following are the
                  minimum distances at which runway features must be
                  visible for simulators at Levels A, B, C, and D.
                  Distances are measured from runway threshold to an
                  airplane aligned with the runway on an extended 3[deg]
                  glide-slope in simulated meteorological conditions
                  that recreate the minimum distances for visibility.
                  For circling approaches, all requirements of this
                  section apply to the runway used for the initial
                  approach and to the runway of intended landing.
------------------------------------------------------------------------
    2.a........  Runway definition, strobe lights,     X    X    X    X
                  approach lights, and runway edge
                  white lights from 5 sm (8 km) from
                  the runway threshold.
------------------------------------------------------------------------
    2.b........  Visual Approach Aid lights (VASI or  ...  ...   X    X
                  PAPI) from 5 sm (8 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.c........  Visual Approach Aid lights (VASI or   X    X
                  PAPI) from 3 sm (5 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.d........  Runway centerline lights and          X    X    X    X
                  taxiway definition from 3 sm (5
                  km) from the runway threshold.
------------------------------------------------------------------------
    2.e........  Threshold lights and touchdown zone   X    X    X    X
                  lights from 2 sm (3 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.f........  Runway markings within range of       X    X    X    X
                  landing lights for night scenes
                  and as required by the surface
                  resolution requirements on day
                  scenes.
------------------------------------------------------------------------
    2.g........  For circling approaches, the runway   X    X    X    X
                  of intended landing and associated
                  lighting must fade into view in a
                  non-distracting manner.
------------------------------------------------------------------------
3..............  Airport model content. The following prescribes the
                  minimum requirements for what must be provided in an
                  airport visual model and identifies other aspects of
                  the airport environment that must correspond with that
                  model for simulators at Levels A, B, C, and D. The
                  detail must be modeled using airport pictures,
                  construction drawings and maps, or other data, or
                  modeled in accordance with published regulatory
                  material; however, this does not require that airport
                  models contain details that are beyond the designed
                  capability of the currently qualified visual system.
                  For circling approaches, all requirements of this
                  section apply to the runway used for the initial
                  approach and to the runway of intended landing.
------------------------------------------------------------------------
    3.a........  The surface and markings for each ``in-use'' runway:
------------------------------------------------------------------------
        3.a.1..  Threshold markings.................   X    X    X    X
------------------------------------------------------------------------
        3.a.2..  Runway numbers.....................   X    X    X    X
------------------------------------------------------------------------
        3.a.3..  Touchdown zone markings............   X    X    X    X
------------------------------------------------------------------------
        3.a.4..  Fixed distance markings............   X    X    X    X
------------------------------------------------------------------------
        3.a.5..  Edge markings......................   X    X    X    X
------------------------------------------------------------------------
        3.a.6..  Centerline stripes.................   X    X    X    X
------------------------------------------------------------------------
    3.b........  The lighting for each ``in-use'' runway:
------------------------------------------------------------------------
        3.b.1..  Threshold lights...................   X    X    X    X
------------------------------------------------------------------------
        3.b.2..  Edge lights........................   X    X    X    X
------------------------------------------------------------------------
        3.b.3..  End lights.........................   X    X    X    X
------------------------------------------------------------------------
        3.b.4..  Centerline lights..................   X    X    X    X
------------------------------------------------------------------------
        3.b.5..  Touchdown zone lights, if             X    X    X    X
                  appropriate.
------------------------------------------------------------------------
        3.b.6..  Leadoff lights, if appropriate.....   X    X    X    X
------------------------------------------------------------------------
        3.b.7..  Appropriate visual landing aid(s)     X    X    X    X
                  for that runway.
------------------------------------------------------------------------

[[Page 59681]]

 
        3.b.8..  Appropriate approach lighting         X    X    X    X
                  system for that runway.
------------------------------------------------------------------------
    3.c........  The taxiway surface and markings associated with each
                  ``in-use'' runway:
------------------------------------------------------------------------
        3.c.1..  Edge...............................   X    X    X    X
------------------------------------------------------------------------
        3.c.2..  Centerline.........................   X    X    X    X
------------------------------------------------------------------------
        3.c.3..  Runway hold lines..................   X    X    X    X
------------------------------------------------------------------------
        3.c.4..  ILS critical area markings.........   X    X    X    X
------------------------------------------------------------------------
    3.d........  The taxiway lighting associated with each ``in-use''
                  runway:
------------------------------------------------------------------------
        3.d.1..  Edge...............................  ...  ...   X    X
------------------------------------------------------------------------
        3.d.2..  Centerline.........................   X    X    X    X
------------------------------------------------------------------------
        3.d.3..  Runway hold and ILS critical area     X    X    X    X
                  lights.
------------------------------------------------------------------------
4..............  Required visual model correlation with other aspects of
                  the airport environment simulation. The following are
                  the minimum visual model correlation tests that must
                  be conducted for simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    4.a........  The airport model must be properly    X    X    X    X
                  aligned with the navigational aids
                  that are associated with
                  operations at the ``in-use''
                  runway.
------------------------------------------------------------------------
    4.b........  Slopes in runways, taxiways, and      X    X    X    X
                  ramp areas must not cause
                  distracting or unrealistic effects.
------------------------------------------------------------------------
5..............  Correlation with airplane and associated equipment. The
                  following are the minimum correlation comparisons that
                  must be made for simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    5.a........  Visual system compatibility with      X    X    X    X
                  aerodynamic programming.
------------------------------------------------------------------------
    5.b........  Accurate portrayal of environment     X    X    X    X
                  relating to flight simulator
                  attitudes.
------------------------------------------------------------------------
    5.c........  Visual cues to assess sink rate and        X    X    X
                  depth perception during landings.
------------------------------------------------------------------------
    5.d........  Visual effects for each visible,           X    X    X
                  own-ship, airplane external
                  light(s).
------------------------------------------------------------------------
6..............  Scene quality. The following are the minimum scene
                  quality tests that must be conducted for simulators at
                  Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a........  Surfaces and textural cues should    ...  ...   X    X
                  be free from apparent quantization
                  (aliasing).
------------------------------------------------------------------------
    6.b........  Correct color and realistic          ...  ...  ...   X
                  textural cues.
------------------------------------------------------------------------
    6.c........  Light points free from distracting    X    X    X    X
                  jitter, smearing or streaking.
------------------------------------------------------------------------
7..............  Instructor controls of the following: The following are
                  the minimum instructor controls that must be available
                  in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a........  Environmental effects, e.g., cloud    X    X    X    X
                  base (if used), cloud effects,
                  cloud density, visibility in
                  statute miles/kilometers and RVR
                  in feet/meters.
------------------------------------------------------------------------
    7.b........  Airport selection..................   X    X    X    X
------------------------------------------------------------------------
    7.c........  Airport lighting including variable   X    X    X    X
                  intensity.
------------------------------------------------------------------------
    7.d........  Dynamic effects including ground     ...  ...   X    X
                  and flight traffic.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8..............  Sponsors are not required to          X    X    X    X
                  provide every detail of a runway,
                  but the detail that is provided
                  must be correct within the
                  capabilities of the system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

[[Page 59682]]

               Table A3D.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                     Simulator level
    Number        Motion system   --------------------    Information
                     effects        A    B    C    D
------------------------------------------------------------------------
This table specifies motion effects that are required to indicate when a
 flight crewmember must be able to recognize an event or situation.
 Where applicable, flight simulator pitch, side loading and directional
 control characteristics must be representative of the airplane
------------------------------------------------------------------------
1.             Runway rumble,            X    X    X   If time permits,
                oleo deflection,                        different gross
                ground speed,                           weights can also
                uneven runway,                          be selected,
                runway and                              which may also
                taxiway                                 affect the
                centerline light                        associated
                characteristics:                        vibrations
               Procedure: After                         depending on
                the airplane has                        airplane type.
                been pre-set to                         The associated
                the takeoff                             motion effects
                position and then                       for the above
                released, taxi at                       tests should
                various speeds                          also include an
                with a smooth                           assessment of
                runway and note                         the effects of
                the general                             rolling over
                characteristics                         centerline
                of the simulated                        lights, surface
                runway rumble                           discontinuities
                effects of oleo                         of uneven
                deflections.                            runways, and
                Repeat the                              various taxiway
                maneuver with a                         characteristics.
                runway roughness
                of 50%, then with
                maximum
                roughness. The
                associated motion
                vibrations should
                be affected by
                ground speed and
                runway roughness..
------------------------------------------------------------------------
2............  Buffets on the            X    X    X
                ground due to
                spoiler/
                speedbrake
                extension and
                reverse thrust:
               Procedure: Perform
                a normal landing
                and use ground
                spoilers and
                reverse thrust--
                either
                individually or
                in combination--
                to decelerate the
                simulated
                airplane. Do not
                use wheel braking
                so that only the
                buffet due to the
                ground spoilers
                and thrust
                reversers is
                felt..
------------------------------------------------------------------------
3............  Bumps associated          X    X    X
                with the landing
                gear:
               Procedure: Perform
                a normal take-off
                paying special
                attention to the
                bumps that could
                be perceptible
                due to maximum
                oleo extension
                after lift-off.
                When the landing
                gear is extended
                or retracted,
                motion bumps can
                be felt when the
                gear locks into
                position..
------------------------------------------------------------------------
4............  Buffet during             X    X    X
                extension and
                retraction of
                landing gear:
               Procedure: Operate
                the landing gear.
                Check that the
                motion cues of
                the buffet
                experienced
                represent the
                actual airplane..
------------------------------------------------------------------------
5............  Buffet in the air         X    X    X
                due to flap and
                spoiler/
                speedbrake
                extension and
                approach to stall
                buffet:
               Procedure: Perform
                an approach and
                extend the flaps
                and slats with
                airspeeds
                deliberately in
                excess of the
                normal approach
                speeds. In cruise
                configuration,
                verify the
                buffets
                associated with
                the spoiler/
                speedbrake
                extension. The
                above effects can
                also be verified
                with different
                combinations of
                spoiler/
                speedbrake, flap,
                and landing gear
                settings to
                assess the
                interaction
                effects..
------------------------------------------------------------------------
6............  Approach to stall         X    X    X
                buffet:
               Procedure: Conduct
                an approach-to-
                stall with
                engines at idle
                and a
                deceleration of 1
                knot/second.
                Check that the
                motion cues of
                the buffet,
                including the
                level of buffet
                increase with
                decreasing speed,
                are
                representative of
                the actual
                airplane..
------------------------------------------------------------------------
7............  Touchdown cues for        X    X    X
                main and nose
                gear:
               Procedure: Conduct
                several normal
                approaches with
                various rates of
                descent. Check
                that the motion
                cues for the
                touchdown bumps
                for each descent
                rate are
                representative of
                the actual
                airplane..
------------------------------------------------------------------------
8............  Nose wheel                X    X    X
                scuffing:
               Procedure: Taxi at
                various ground
                speeds and
                manipulate the
                nose wheel
                steering to cause
                yaw rates to
                develop that
                cause the nose
                wheel to vibrate
                against the
                ground
                (``scuffing'').
                Evaluate the
                speed/nose wheel
                combination
                needed to produce
                scuffing and
                check that the
                resultant
                vibrations are
                representative of
                the actual
                airplane..
------------------------------------------------------------------------

[[Page 59683]]

 
9............  Thrust effect with        X    X    X   This effect is
                brakes set:                             most discernible
               Procedure: Set the                       with wing-
                brakes on at the                        mounted engines.
                take-off point
                and increase the
                engine power
                until buffet is
                experienced.
                Evaluate its
                characteristics.
                Confirm that the
                buffet increases
                appropriately
                with increasing
                engine thrust..
------------------------------------------------------------------------
10...........  Mach and maneuver         X    X    X
                buffet:
               Procedure: With
                the simulated
                airplane trimmed
                in 1 g flight
                while at high
                altitude,
                increase the
                engine power so
                that the Mach
                number exceeds
                the documented
                value at which
                Mach buffet is
                experienced.
                Check that the
                buffet begins at
                the same Mach
                number as it does
                in the airplane
                (for the same
                configuration)
                and that buffet
                levels are
                representative of
                the actual
                airplane. For
                certain
                airplanes,
                maneuver buffet
                can also be
                verified for the
                same effects.
                Maneuver buffet
                can occur during
                turning flight at
                conditions
                greater than 1 g,
                particularly at
                higher altitudes..
------------------------------------------------------------------------
11...........  Tire failure                   X    X   The pilot may
                dynamics:                               notice some
               Procedure:                               yawing with a
                Simulate a single                       multiple tire
                tire failure and                        failure selected
                a multiple tire                         on the same
                failure..                               side. This
                                                        should require
                                                        the use of the
                                                        rudder to
                                                        maintain control
                                                        of the airplane.
                                                        Dependent on
                                                        airplane type, a
                                                        single tire
                                                        failure may not
                                                        be noticed by
                                                        the pilot and
                                                        should not have
                                                        any special
                                                        motion effect.
                                                        Sound or
                                                        vibration may be
                                                        associated with
                                                        the actual tire
                                                        losing pressure.
------------------------------------------------------------------------
12...........  Engine malfunction        X    X    X   .................
                and engine
                damage:
               Procedure: The
                characteristics
                of an engine
                malfunction as
                stipulated in the
                malfunction
                definition
                document for the
                particular flight
                simulator must
                describe the
                special motion
                effects felt by
                the pilot. The
                associated engine
                instruments
                should vary
                according to the
                nature of the
                malfunction and
                replicate the
                effects of the
                airframe
                vibration..
------------------------------------------------------------------------
13...........  Tail strikes and          X    X    X   .................
                engine pod
                strikes:
               Procedure: Tail-
                strikes can be
                checked by over-
                rotation of the
                airplane at a
                speed below Vr
                while performing
                a takeoff. The
                effects can also
                be verified
                during a landing.
                The motion effect
                should be felt as
                a noticeable
                bump. If the tail
                strike affects
                the airplane
                angular rates,
                the cueing
                provided by the
                motion system
                should have an
                associated
                effect..
               Excessive banking
                of the airplane
                during its take-
                off/landing roll
                can cause a pod
                strike. The
                motion effect
                should be felt as
                a noticeable
                bump. If the pod
                strike affects
                the airplane
                angular rates,
                the cueing
                provided by the
                motion system
                should have an
                associated effect.
------------------------------------------------------------------------

               Table A3E.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                        Simulator level
     Number                  Sound system            -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
 The following checks are performed during a normal flight profile with
                            motion system ON.
------------------------------------------------------------------------
1..............  Precipitation......................  ...  ...   X    X
------------------------------------------------------------------------
2..............  Rain removal equipment.............  ...  ...   X    X
------------------------------------------------------------------------
3..............  Significant airplane noises          ...  ...   X    X
                  perceptible to the pilot during
                  normal operations.
------------------------------------------------------------------------

[[Page 59684]]

 
4..............  Abnormal operations for which there  ...  ...   X    X
                  are associated sound cues
                  including, engine malfunctions,
                  landing gear/tire malfunctions,
                  tail and engine pod strike and
                  pressurization malfunction.
------------------------------------------------------------------------
5..............  Sound of a crash when the flight     ...  ...   X    X
                  simulator is landed in excess of
                  limitations.
------------------------------------------------------------------------

               Table A3F.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                        Simulator level
     Number                 Sound effects            -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
   This table specifies the minimum special effects necessary for the
                       specified simulator level.
------------------------------------------------------------------------
1..............  Braking Dynamics:                    ...  ...   X    X
                 Representations of the dynamics of
                  brake failure (flight simulator
                  pitch, side-loading, and
                  directional control
                  characteristics representative of
                  the airplane), including antiskid
                  and decreased brake efficiency due
                  to high brake temperatures (based
                  on airplane related data),
                  sufficient to enable pilot
                  identification of the problem and
                  implementation of appropriate
                  procedures.
------------------------------------------------------------------------
2..............  Effects of Airframe and Engine       ...  ...   X    X
                  Icing:
                 Required only for those airplanes
                  authorized for operations in known
                  icing conditions.
                 Procedure: With the simulator
                  airborne, in a clean
                  configuration, nominal altitude
                  and cruise airspeed, autopilot on
                  and auto-throttles off, engine and
                  airfoil anti-ice/de-ice systems
                  deactivated; activate icing
                  conditions at a rate that allows
                  monitoring of simulator and
                  systems response. Icing
                  recognition will include an
                  increase in gross weight, airspeed
                  decay, change in simulator pitch
                  attitude, change in engine
                  performance indications (other
                  than due to airspeed changes), and
                  change in data from pitot/static
                  system. Activate heating, anti-
                  ice, or de-ice systems
                  independently. Recognition will
                  include proper effects of these
                  systems, eventually returning the
                  simulated airplane to normal
                  flight.
------------------------------------------------------------------------

               Table A3G.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                        Simulator level
     Number       Instructor operating station (IOS) -------------------
                           (as appropriate)            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
                                simulator
------------------------------------------------------------------------
1..............  Simulator Power Switch(es).........   X    X    X    X
------------------------------------------------------------------------
2..............  Airplane conditions
------------------------------------------------------------------------
    2.a........  Gross weight, center of gravity,      X    X    X    X
                  fuel loading and allocation.
------------------------------------------------------------------------
    2.b........  Airplane systems status............   X    X    X    X
------------------------------------------------------------------------
    2.c........  Ground crew functions (e.g., ext.     X    X    X    X
                  power, push back).
------------------------------------------------------------------------
3..............  Airports
------------------------------------------------------------------------
    3.a........  Number and selection...............   X    X    X    X
------------------------------------------------------------------------
    3.b........  Runway selection...................   X    X    X    X
------------------------------------------------------------------------
    3.c........  Runway surface condition (e.g.,                 X    X
                  rough, smooth, icy, wet).
------------------------------------------------------------------------
    3.d........  Preset positions (e.g., ramp, gate,   X    X    X    X
                  1 for takeoff, takeoff
                  position, over FAF).
------------------------------------------------------------------------
    3.e........  Lighting controls..................   X    X    X    X
------------------------------------------------------------------------
4..............  Environmental controls
------------------------------------------------------------------------
    4.a........  Visibility (statute miles             X    X    X    X
                  (kilometers)).
------------------------------------------------------------------------

[[Page 59685]]

 
    4.b........  Runway visual range (in feet          X    X    X    X
                  (meters)).
------------------------------------------------------------------------
    4.c........  Temperature........................   X    X    X    X
------------------------------------------------------------------------
    4.d........  Climate conditions (e.g., ice,        X    X    X    X
                  snow, rain).
------------------------------------------------------------------------
    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          X    X    X    X
                  (Inserting and deleting
                  malfunctions into the simulator).
------------------------------------------------------------------------
6..............  Locks, Freezes, and Repositioning
------------------------------------------------------------------------
    6.a........  Problem (all) freeze/release.......   X    X    X    X
------------------------------------------------------------------------
    6.b........  Position (geographic) freeze/         X    X    X    X
                  release.
------------------------------------------------------------------------
    6.c........  Repositioning (locations, freezes,    X    X    X    X
                  and releases).
------------------------------------------------------------------------
    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       X    X    X    X
                  given degree of freedom not
                  perceptible in other degrees of
                  freedom).
------------------------------------------------------------------------
    9.c........  Smoothness (no perceptible ``turn-    X    X    X    X
                  around bump'' as the direction of
                  motion reverses with the simulator
                  being ``flown'' normally).
------------------------------------------------------------------------
10.............  Observer Seats/Stations. Position/    X    X    X    X
                  Adjustment/Positive restraint
                  system.
------------------------------------------------------------------------
------------------------------------------------------------------------

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

Begin Information

1. Introduction

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

2. Events

    a. Initial Conditions.
    (1) Airport.
    (2) QNH.
    (3) Temperature.
    (4) Wind/Crosswind.
    (5) Zero Fuel Weight /Fuel /Gross Weight /Center of Gravity.
    b. Initial Checks.
    (1) Documentation of Simulator.
    (a) Simulator Acceptance Test Manuals.
    (b) Simulator Approval Test Guide.
    (c) Technical Logbook Open Item List.
    (d) Daily Functional Pre-flight Check.
    (2) Documentation of User/Carrier Flight Logs.
    (a) Simulator Operating/Instructor Manual.
    (b) Difference List (Aircraft/Simulator).
    (c) Flight Crew Operating Manuals.
    (d) Performance Data for Different Fields.
    (e) Crew Training Manual.
    (f) Normal/Abnormal/Emergency Checklists.
    (3) Simulator External Checks.
    (a) Appearance and Cleanliness.
    (b) Stairway/Access Bridge.
    (c) Emergency Rope Ladders.
    (d) ``Motion On''/''Flight in Progress'' Lights.
    (4) Simulator Internal Checks.
    (a) Cleaning/Disinfecting Towels (for cleaning oxygen masks).
    (b) Flight deck Layout (compare with difference list).
    (5) Equipment.
    (a) Quick Donning Oxygen Masks.
    (b) Head Sets.
    (c) Smoke Goggles.

[[Page 59686]]

    (d) Sun Visors.
    (e) Escape Rope.
    (f) Chart Holders.
    (g) Flashlights.
    (h) Fire Extinguisher (inspection date).
    (i) Crash Axe.
    (j) Gear Pins.
    c. Power Supply And APU Start Checks.
    (1) Batteries and Static Inverter.
    (2) APU Start with Battery.
    (3) APU Shutdown using Fire Handle.
    (4) External Power Connection.
    (5) APU Start with External Power.
    (6) Abnormal APU Start/Operation.
    d. Flight deck Checks.
    (1) Flight deck Preparation Checks.
    (2) FMC Programming.
    (3) Communications and Navigational Aids Checks.
    e. Engine Start.
    (1) Before Start Checks.
    (2) Battery start with Ground Air Supply Unit.
    (3) Engine Crossbleed Start.
    (4) Normal Engine Start.
    (5) Abnormal Engine Starts.
    (6) Engine Idle Readings.
    (7) After Start Checks.
    f. Taxi Checks.
    (1) Pushback/Powerback.
    (2) Taxi Checks.
    (3) Ground Handling Check:
    (a) Power required to initiate ground roll.
    (b) Thrust response.
    (c) 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) Flight deck ``Daylight'' ambient lighting.
    (c) Environment Light Controls.
    (d) Runway Light Controls.
    (e) Taxiway Light Controls.
    (2) Scene Content.
    (a) Ramp area for buildings, gates, airbridges, maintenance 
ground Equipment, parked aircraft.
    (b) Daylight shadows, night time light pools.
    (c) Taxiways for correct markings, taxiway/runway, marker 
boards, CAT I and II/III hold points, taxiway shape/grass areas, 
taxiway light (positions and colors).
    (d) Runways for correct markings, lead-off lights, boards, 
runway slope, runway light positions, and colors, directionality of 
runway lights.
    (e) Airport environment for correct terrain and, significant 
features.
    (f) Visual scene 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/300m.
    (g) Runway end, red stop bars.
    (h) Braking fade effect.
    (i) Brake temperature indications.
    (4) Engine Failure between VI and V2
    (5) Normal Takeoff:
    (a) During ground roll check the following:
    (i) Runway rumble.
    (ii) Acceleration cues.
    (iii) Groundspeed effects.
    (iv) Engine sounds.
    (v) Nosewheel and rudder pedal steering.
    (b) During and after rotation, check the following:
    (i) Rotation characteristics.
    (ii) Column force during rotation.
    (iii) Gear uplock sounds/bumps.
    (iv) Effect of slat/flap retraction during climbout
    (6) Crosswind Takeoff (check the following):
    (a) Tendency to turn into or out of the wind.
    (b) Tendency to lift upwind wing as airspeed increase
    (7) Windshear during Takeoff (check the following):
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear Indications satisfactory.
    (d) Motion cues satisfactory (particularly turbulence).
    (8) Normal Takeoff with Control Malfunction
    (9) Low Visibility T/O (check the following):
    (a) Visual cues.
    (b) Flying by reference to instruments.
    (c) SID Guidance on LNAV
    i. Climb Performance.
    Select one or several of the following test cases
    (1) Normal Climb--Climb while maintaining recommended speed 
profile and note fuel, distance and time.
    (2) Single Engine Climb--Trim aircraft in a zero wheel climb at 
V2
    Note: Up to 5[deg] bank towards the operating engine(s) is 
permissible. Climb for 3 minutes and note fuel, distance, and time. 
Increase speed toward en route climb speed and retract flaps. Climb 
for 3 minutes and note fuel, distance, and time.
    j. Systems Operation During Climb.
    Check normal operation and malfunctions as appropriate for the 
following systems
    (1) Air conditioning/Pressurization/Ventilation.
    (2) Autoflight.
    (3) Communications.
    (4) Electrical.
    (5) Fuel.
    (6) Icing Systems.
    (7) Indicating and Recording systems.
    (8) Navigation/FMS.
    (9) Pneumatics.
    k. Cruise Checks.
    Select one or several of the following test cases:
    (1) Cruise Performance.
    (2) High Speed/High Altitude Handling (check the following):
    (a) Overspeed warning.
    (b) High Speed buffet.
    (c) Aircraft control satisfactory.
    (d) Envelope limiting functions on Computer Controlled 
Airplanes.
    Reduce airspeed to below level flight buffet onset speed, start 
a turn, and check the following:
    (e) High Speed buffet increases with G loading.
    Reduce throttles to idle and start descent, deploy the 
speedbrake, and check the following:
    (f) Speedbrake indications.
    (g) Symmetrical deployment.
    (h) Airframe buffet.
    (i) Aircraft response hands off.
    (3) Yaw Damper Operation.
    Switch off yaw dampers and autopilot. Initiate a Dutch roll and 
check the following:
    (a) Aircraft dynamics.
    (b) Simulator motion effects.
    Switch on yaw dampers, re-initiate a Dutch roll and check the 
following:
    (c) Damped aircraft dynamics.
    (4) APU Operation.
    (5) Engine Gravity Feed.
    (6) Engine Shutdown and Driftdown Check: FMC operation Aircraft 
performance.
    (7) Engine Relight.
    l. Descent.
    Select one of the following test cases:
    (1) Normal Descent Descend while maintaining recommended speed 
profile and note fuel, distance And time.
    (2) Cabin Depressurization/Emergency Descent.
    m. Medium Altitude Checks.
    Select one or several of the following test cases:
    (1) High Angle of Attack/Stall. Trim the aircraft at 1.4 Vs, 
establish 1 kt/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:

[[Page 59687]]

    (f) Handling characteristics satisfactory.
    (2) Turning Flight.
    Roll aircraft to left, establish a 30[deg] to 45[deg] bank 
angle, and check the following:
    (a) Stick force required, satisfactory.
    (b) Wheel requirement to maintain bank angle.
    (c) Slip ball response, satisfactory.
    (d) Time to turn 180[deg].
    Roll aircraft from 45[deg] bank one way to 45[deg] bank the 
opposite direction while maintaining altitude and airspeed--check 
the following:
    (e) Controllability during maneuver.
    (3) Degraded flight controls.
    (4) Holding Procedure (check the following:)
    (a) FMC operation.
    (b) Auto pilot auto thrust performance.
    (5) Storm Selection (check the following:)
    (a) Weather radar controls.
    (b) Weather radar operation.
    (c) Visual scene corresponds with WXR pattern. (Fly through 
storm center, and check the following:)
    (d) Aircraft enters cloud.
    (e) Aircraft encounters representative turbulence.
    (f) Rain/hail sound effects evident.
    As aircraft leaves storm area, check the following:
    (g) Storm effects disappear.
    (6) TCAS (check the following:)
    (a) Traffic appears on visual display.
    (b) Traffic appears on TCAS display(s).
    As conflicting traffic approaches, take relevant avoiding 
action, and check the following:
    (c) Visual and TCAS system displays.
    n. Approach And Landing.
    Select one or several of the following test cases while 
monitoring flight control and hydraulic systems for normal operation 
and with malfunctions selected:
    (1) Flaps/Gear Normal Operation. Check the following:
    (a) Time for extension/retraction.
    (b) Buffet characteristics.
    (2) Normal Visual Approach and Landing.
    Fly a normal visual approach and landing--check the following:
    (a) Aircraft handling.
    (b) Spoiler operation.
    (c) Reverse thrust operation.
    (d) Directional control on the ground.
    (e) Touchdown cues for main and nose wheel.
    (f) Visual cues.
    (g) Motion cues.
    (h) Sound cues.
    (i) Brake and Anti-skid operation.
    (3) Flaps/Gear Abnormal Operation or with hydraulic 
malfunctions.
    (4) Abnormal Wing Flaps/Slats Landing.
    (5) Manual Landing with Control Malfunction
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (6) Non-precision Approach--All Engines Operating.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (7) Circling Approach.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (8) Non-precision Approach--One Engine Inoperative.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (9) One Engine Inoperative Go-around.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (10) CAT I Approach and Landing with raw-data ILS.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (11) CAT I Approach and Landing with Limiting Crosswind.
    (a) Aircraft handling.
    (b) Aircraft handling.
    (c) Radio Aids and instruments.
    (d) Visual scene content and cues.
    (e) Motion cues.
    (f) Sound cues.
    (12) CAT I Approach with Windshear. Check the following:
    (a) Controllable during windshear encounter.
    (b) Performance adequate when using correct techniques.
    (c) Windshear indications/warnings.
    (d) Motion cues (particularly turbulence).
    (13) CAT II Approach and Automatic Go-Around.
    (14) CAT Ill Approach and Landing--System Malfunctions.
    (15) CAT Ill Approach and Landing--1 Engine Inoperative.
    (16) GPWS evaluation.
    o. Visual Scene--In-Flight Assessment.
    Select three (3) different visual models and perform the 
following checks with ``day,'' ``dusk,'' and ``night'' (as 
appropriate) selected. Reposition the aircraft at or below 2000 feet 
within 10 nm of the airfield. Fly the aircraft around the airport 
environment and assess control of the visual system and evaluate the 
visual scene content as described below:
    (1) Visual Controls.
    (a) Daylight, Dusk, Night Scene Controls.
    (b) Flight deck 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.

[[Page 59688]]

    (c) Flight deck height above ground.
    p. After Landing Operations.
    (1) After Landing Checks.
    (2) Taxi back to gate. Check the following:
    (a) Visual model satisfactory.
    (b) Parking brake operation satisfactory.
    (3) Shutdown Checks.
    q. Crash Function.
    (1) Gear-up Crash.
    (2) Excessive rate of descent Crash.
    (3) Excessive bank angle Crash.
-----------------------------------------------------------------------
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End Information

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

Table of Contents

Title of Sample

Figure A4A--Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation.
Figure A4B--Attachment: 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
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Attachment 5 to Appendix A to Part 60--Simulator Qualification 
Requirements for Windshear Training Program Use

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Begin QPS Requirements

1. Applicability

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

2. Statement of Compliance and Capability (SOC)

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

3. Models

    The windshear models installed in the simulator software used 
for the qualification evaluation must do the following:
    a. Provide cues necessary for recognizing windshear onset and 
potential performance degradation requiring a pilot to initiate 
recovery procedures. The cues must include all of the following, as 
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[deg].
    b. Be adjustable in intensity (or other parameter to achieve an 
intensity effect) to at least two (2) levels so that upon 
encountering the windshear the pilot may identify its presence and 
apply the recommended procedures for escape from such a windshear.
    (1) If the intensity is lesser, the performance capability of 
the simulated airplane in the windshear permits the pilot to 
maintain a satisfactory flightpath; and
    (2) If the intensity is greater, the performance capability of 
the simulated airplane in the windshear does not permit the pilot to 
maintain a satisfactory flightpath (crash).

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

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

[[Page 59702]]

4. Demonstrations

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

5. Recording Parameters

    a. In each of the four MQTG cases, an electronic recording (time 
history) must be made of the following parameters:
    (1) Indicated or calibrated airspeed.
    (2) Indicated vertical speed.
    (3) Pitch attitude.
    (4) Indicated or radio altitude.
    (5) Angle of attack.
    (6) Elevator position.
    (7) Engine data (thrust, 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.

6. Equipment Installation and Operation

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

7. Qualification Test Guide

    a. All QTG material must be forwarded to the NSPM.
    b. A simulator windshear evaluation will be scheduled in 
accordance with normal procedures. 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

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

Begin Information

8. Subjective Evaluation

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

9. Qualification Basis

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

10. Demonstration Repeatability

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

End Information

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

Flight Simulation Training Device (FSTD) Directive (FD)

    FSTD Directive Number 1. Applicable to all Full Flight 
Simulators (FFS), regardless of the original qualification basis and 
qualification date (original or upgrade), having Class-II visual 
scenes or airport models available.
    Agency: Federal Aviation Administration (FAA), DOT
    Action: This is a retroactive requirement to have all Class II 
visual scenes or airport models meet current requirements.

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

    Summary: Notwithstanding the authorization listed in paragraph 
13b in Appendices A and C, this FSTD Directive (FD) requires each 
sponsor to ensure that, by [date 1 year after effective date of the 
final rule], each Class II visual scene or airport model available 
in an FFS, meets the requirements of 14 CFR part 60, Appendix A, 
Attachment 3, Table A3C, or Appendix C, Attachment 3, Table C3C, as 
applicable. The completion of this requirement will not require a 
report. The fact that the scene or model is available in the FFS is 
the sponsor's testament that the requirements are met.
    Dates: This FD becomes effective on [effective date of the final 
rule].
    For Further Information Contact: Ed Cook, Senior Advisor to the 
Division Manager, Air Transportation Division, AFS-200, 800 
Independence Ave, SW., Washington, DC, 20591: telephone: (404) 832-
4701; fax: (404) 761-8906.
    Specific Requirements:
    1. Part 60 requires that each FSTD be:
    a. Sponsored by a person holding or applying for an FAA 
operating certificate under Part 119, Part 141, or Part 142, or 
holding or applying for an FAA-approved training program under Part 
63, Appendix C, for flight engineers, and
    b. Evaluated and issued a Statement of Qualification for a 
specific FSTD level.
    2. Full flight simulators (FFS) also require the installation of 
a visual system that is capable of providing an out-of-the-flight-
deck view of visual scenes or airport models. To be qualified, each 
FFS must have available for use a minimum number of visual scenes or 
airport models that have certain features. These are called Class I 
visual scenes or airport models, the required features of which are 
listed in Part 60. Additional scenes or models that are beyond those 
necessary for qualification may also be used for various additional 
training program applications, including Line Oriented Flight 
Training, are classified as Class II. However, historically these 
visual scenes or airport models were not routinely evaluated or 
required to meet any standardized criteria. This has led to 
qualified simulators containing visual scenes or airport models 
being used to meet FAA-approved training, testing, or checking 
requirements with potentially incorrect or inappropriate visual 
references.
    3. To prevent this from occurring in the future, by [date 1 year 
after effective date of the final rule], each FSTD sponsor must 
assure that each Class II visual scene or airport model available in 
a qualified FFS meets the requirements found in 14 CFR part 60, 
Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, 
Table C3C, as applicable. These references describe the requirements 
for visual scene management and the minimum distances from which 
runway or landing area features must be visible for all levels of 
simulator. The visual scene or airport model must provide, for each 
``in-use runway'' or ``in-use landing area,'' runway or landing area 
surface and markings, runway or landing area lighting, taxiway 
surface and markings, and taxiway lighting. Additional requirements 
include correlation of the visual scenes or airport models with 
other aspects of the airport environment, correlation of the 
aircraft and associated equipment, scene quality assessment 
features, and the control of these scenes or models the instructor 
must be able to exercise.
    4. For circling approaches, all requirements of this section 
apply to the runway used for the initial approach and to the runway 
of intended landing.
    5. The details in these scenes or models must be developed using 
airport pictures, construction drawings and maps, or other

[[Page 59703]]

similar data, or developed in accordance with published regulatory 
material. However, this FD does not require that visual scenes or 
airport models contain details that are beyond the initially 
designed capability of the visual system, as currently qualified. 
The recognized limitations to visual systems are as follows:
    a. Visual systems not required to have runway numbers as a part 
of the specific runway marking requirements are:
    (1) Link NVS and DNVS.
    (2) Novoview 2500 and 6000.
    (3) FlightSafety VITAL series up to, and including, VITAL III, 
but not beyond.
    (4) Redifusion SP1, SP1T, and SP2.
    b. Visual systems required to display runway numbers only for 
LOFT scenes are:
    (1) FlightSafety VITAL IV.
    (2) Redifusion SP3 and SP3T.
    (3) Link-Miles Image II.
    c. Visual systems not required to have accurate taxiway edge 
lighting are:
    (1) Redifusion SP1.
    (2) FlightSafety Vital IV.
    (3) Link-Miles Image II and Image IIT.
    (4) XKD displays (even though the XKD image generator is capable 
of generating blue colored lights, the display cannot accommodate 
that color).
    6. A copy of this Directive must be filed in the Master 
Qualification Test Guide in the designated FSTD Directive Section, 
and its inclusion must be annotated on the Index of Effective FSTD 
Directives chart. See Attachment 4, Appendices A through D for a 
sample MQTG Index of Effective FSTD Directives chart.

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

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

Begin Information

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

Table of Contents

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

End Information

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1. Introduction

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 
404-832-4700; fax, 404-761-8906. The general email address for the 
NSP office is: [email protected]. The NSP Internet Web Site 
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP 
personnel list with telephone and email contact information for each 
NSP staff member, a list of qualified flight simulation devices, 
advisory circulars, a description of the qualification process, NSP 
policy, and an NSP ``In-Works'' section. Also linked from this site 
are additional information sources, handbook bulletins, frequently 
asked questions, a listing and text of the Federal Aviation 
Regulations, Flight Standards Inspector's handbooks, and other FAA 
links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or 
statement required by this appendix. The electronic media used must 
have adequate security provisions and be acceptable to the NSPM. The 
NSPM recommends inquiries on system compatibility, and minimum 
system requirements are also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) 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

[[Page 59704]]

Transport Pilot Certificate, Type Ratings, Commercial Pilot, and 
Instrument Ratings).
    (27) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.

End Information

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

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

Begin Information

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

3. Definitions (Sec.  60.3)

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

4. Qualification Performance Standards (Sec.  60.4)

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

5. Quality Management System (Sec.  60.5)

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FTD, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the airplane simulated 
during the 12-month period described. The identification of the 
specific FTD may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FTD at least once during the prescribed period. There is no minimum 
number of hours or minimum FTD periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FTD for its own 
use, in its own facility or elsewhere--this single FTD forms the 
basis for the sponsorship. The sponsor uses that FTD at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the airplane simulated. This 12-month period is 
established according to the following schedule:
    (i) If the FTD was qualified prior to May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec.  60.19 after (60 days 
after date of publication of the final rule in the Federal Register) 
and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FTD use required.
    (c) The identification of the specific FTD may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FTDs, in its 
facility or elsewhere. Each additionally sponsored FTD must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the airplane simulated (as described in Sec.  
60.7(d)(1)); or
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
airplane simulated (as described in Sec.  60.7(d)(1)). This 12-month 
period is established in the same manner as in example one; or
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the airplane, not the subject FTD or another 
FTD, during the preceding 12-month period) stating that the subject 
FTD's performance and handling qualities represent the airplane (as 
described in Sec.  60.7(d)(2)). This statement is provided at least 
once in each 12-month period established in the same manner as in 
example one.
    (b) There is no minimum number of hours of FTD use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, record keeping, QMS program).
    (c) All of the FTDs in the Chicago and Moscow centers could be 
dry-leased (i.e., the certificate holder does not have and use FAA-
approved flight training programs for the FTDs in the Chicago and 
Moscow centers) because--
    (i) Each FTD in the Chicago center and each FTD in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the airplane (as described in Sec.  
60.7(d)(1)); or
    (ii) A statement is obtained from a qualified pilot (having 
flown the airplane, not the subject FTD or another FTD during the 
preceding 12-month period) stating that the performance and handling 
qualities of each FTD in the Chicago and Moscow centers represents 
the airplane (as described in Sec.  60.7(d)(2)).

End Information

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

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

Begin Information

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

8. FSTD Use (Sec.  60.11)

    No additional regulatory or informational material applies to 
Sec.  60.11, FSTD use.

End Information

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9. FSTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

    a. Flight test data used to validate FTD performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table B2F.
    (4) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, as would be acceptable to the FAA's Aircraft 
Certification Service.
    b. The data, regardless of source, must be presented:
    (1) In a format that supports the FTD validation process;
    (2) In a manner that is clearly readable and annotated correctly 
and completely;
    (3) With resolution sufficient to determine compliance with the 
tolerances set forth in Attachment 2, Table B2A appendix.
    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.

[[Page 59705]]

    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or airplane systems related data is available if 
this data is used to program and operate a qualified FTD. The data 
referred to in this sub-section are those data that are used to 
validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued. 
The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (i) The schedule to incorporate this data into the FTD; or
    (ii) The reason for not incorporating this data into the FTD.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snap shot.

End QPS Requirements

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Begin Information

    f. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and if appropriate, with 
the person having supplied the aircraft data package for the FTD in 
order to facilitate the notification described in this paragraph.
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
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.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FTD evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FTD and discuss the flight 
test plan anticipated for acquiring such data with the NSPM well in 
advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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Begin Information

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

End Information

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

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

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2 (Level 4 FTDs do not require objective tests); and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a qualification test guide (QTG), 
acceptable to the NSPM, that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the appropriate QPS.
    (c) The result of FTD subjective tests prescribed in the 
appropriate QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph a(3) of this section, must 
provide the documented proof of compliance with the FTD objective 
tests in Attachment 2, Table B2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions;
    (2) Pertinent and complete instructions for conducting automatic 
and manual tests;
    (3) A means of comparing the FTD test results to the objective 
data;
    (4) Any other information as necessary to assist in the 
evaluation of the test results;
    (5) Other information appropriate to the qualification level of 
the FTD.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure B4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. 
This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure B4G, 
for a sample Continuing Qualification Evaluation Requirements page.
    (3) An FTD information page that provides the information listed 
in this paragraph, if applicable (see Attachment 4, Figure B4B, for 
a sample FTD information page). For convertible FTDs, the sponsor 
must submit a separate page for each configuration of the FTD.
    (a) The sponsor's FTD identification number or code.
    (b) The airplane model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the 
aerodynamic coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or 
reference.

[[Page 59706]]

    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision 
level.
    (h) The FTD model and manufacturer.
    (i) The date of FTD manufacture.
    (j) The FTD computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. 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.
    (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 QTG for the first 
airplane model and a supplement to that QTG for each additional 
airplane model. The NSPM will conduct evaluations for each airplane 
model.
    g. The form and manner of presentation of objective test results 
in the QTG must include the following:
    (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FTD results must be labeled using terminology common to 
airplane parameters as opposed to computer software identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table B2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FTD test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between FTD and airplane with respect to time. Time histories 
recorded via a line printer are to be clearly identified for cross-
plotting on the airplane data. Over-plots may not obscure the 
reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FTD 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FTD is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD 
location.
    j. All FTDs for which the initial qualification is conducted 
after May 30, 2014, must have an electronic MQTG (eMQTG) including 
all objective data obtained from airplane testing, or another 
approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FTD (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have 
an electronic copy of the MQTG by and after May 30, 2014. 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.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person 
knowledgeable about the operation of the aircraft and the operation 
of the FTD.

End QPS Requirements

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Begin Information

    m. Only those FTDs that are sponsored by a certificate holder as 
defined in Appendix F will be evaluated by the NSPM. However, other 
FTD evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    n. The NSPM will conduct an evaluation for each configuration, 
and each FTD must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FTD is subjected to the 
general FTD requirements in Attachment 1, 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) Flight deck configuration (see Attachment 1 of this 
appendix);
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix);
    (6) Airplane systems and sub-systems (as appropriate) as 
compared to the airplane simulated (see attachment 1 and attachment 
3 of this appendix);
    (7) FTD systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix); and
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    o. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FTD by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FTD performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a 
typical utilization period;

[[Page 59707]]

    (b) Determining that the FTD satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FTD controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FTD validation and are not to be confused with design 
tolerances specified for FTD manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied) data presentations, 
and the applicable tolerances for each test.
    q. In addition to the scheduled continuing qualification 
evaluation, each FTD is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FTD for the conduct of objective and 
subjective tests and an examination of functions) if the FTD is not 
being used for flight crewmember training, testing, or checking. 
However, if the FTD were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FTD evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FTD along with the student(s) and observing the operation 
of the FTD during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the qualification level requested but do support a lower 
level, the NSPM may qualify the FTD at a lower level. For example, 
if a Level 6 evaluation is requested, but the FTD fails to meet the 
spiral stability test tolerances, it could be qualified at Level 5.
    s. After an FTD is successfully evaluated, the NSPM issues 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 evaluation and 
will list the tasks for which the FTD is qualified, referencing the 
tasks described in Table B1B in attachment 1. However, it is the 
sponsor's responsibility to obtain TPAA approval prior to using the 
FTD in an FAA-approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure B4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    u. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FTD Objective Tests, Table B2A.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    w. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include engine out maneuvers or circling approaches.

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

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

End Information

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13. Previously Qualified FSTDs (Sec.  60.17)

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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 May 30, 2008, and replacement FTD 
systems, are not required to meet the general FTD requirements, the 
objective test requirements, and the subjective test requirements of 
Attachments 1, 2, and 3 of this appendix as long as the FTD 
continues to meet the test requirements contained in the MQTG 
developed under the original qualification basis.
    c. [Reserved]

End QPS Requirements

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

End Information

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[[Page 59708]]

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

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

End QPS Requirements

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Begin Information

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

15. Logging FSTD Discrepancies (Sec.  60.20)

    No additional regulatory or informational material applies to 
Sec.  60.20. Logging FTD Discrepancies.

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

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

End Information

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17. Modifications to FSTDs (Sec.  60.23)

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Begin QPS Requirements

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

End QPS Requirements

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Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4 for a sample index of effective FSTD Directives. See 
Attachment 6 for a list of all effective FSTD Directives applicable 
to Airplane FTDs.

End Information

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

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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21. Recordkeeping and Reporting (Sec.  60.31)

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Begin QPS Requirements

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

[[Page 59709]]

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

End QPS Requirements

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

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

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

Begin Information

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

End Information

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

23. [Reserved]

24. Levels of FTD

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

Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are 
fully defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific flight deck and 
at least one operating system. Air/ground logic is required (no 
aerodynamic programming required). All displays may be flat/LCD 
panel representations or actual representations of displays in the 
aircraft. All controls, switches, and knobs may be touch sensitive 
activation (not capable of manual manipulation of the flight 
controls) or may physically replicate the aircraft in control 
operation.
    (2) Level 5. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific flight deck 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. All displays may be 
flat/LCD panel representations or actual representations of displays 
in the aircraft. Primary and secondary flight controls (e.g., 
rudder, aileron, elevator, flaps, spoilers/speed brakes, engine 
controls, landing gear, nose wheel steering, trim, brakes) must be 
physical controls. All other controls, switches, and knobs may be 
touch sensitive activation.
    (3) Level 6. A device that has an enclosed airplane-specific 
flight deck 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. All displays may be flat/LCD panel 
representations or actual representations of displays in the 
aircraft, but all controls, switches, and knobs must physically 
replicate the aircraft in control operation.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin QPS Requirements

1. Requirements

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

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general requirements for 
qualifying Level 4 through Level 6 FTDs. The sponsor should also 
consult the objectives tests in Attachment 2 and the examination of 
functions and subjective tests listed in Attachment 3 to determine 
the complete requirements for a specific level FTD.
    b. The material contained in this attachment is divided into the 
following categories:
    (1) General flight deck configuration.
    (2) Programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table B1A provides the standards for the General FTD 
Requirements.
    d. Table B1B provides the tasks that the sponsor will examine to 
determine whether the FSTD satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the 
tasks for which the simulator may be qualified.
    e. Table B1C provides the functions that an instructor/check 
airman must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the 
List of Qualified Tasks (part of the SOQ) be accomplished during the 
initial or continuing qualification evaluation.

End Information

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

                  Table B1A.--Minimum FTD Requirements
------------------------------------------------------------------------
              >>                  >
------------------------------------------------------------------------
                                      FTD level
   Number         General FTD      ---------------         Notes
                  requirements       4    5    6
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------

[[Page 59710]]

 
1.a........  The FTD must have a               X   For FTD purposes, the
              flight deck that is                   flight deck consists
              a replica of the                      of all that space
              airplane simulated                    forward of a cross
              with controls,                        section of the
              equipment,                            fuselage at the most
              observable flight                     extreme aft setting
              deck indicators,                      of the pilots' seats
              circuit breakers,                     including
              and bulkheads                         additional, required
              properly located,                     flight crewmember
              functionally                          duty stations and
              accurate and                          those required
              replicating the                       bulkheads aft of the
              airplane. The                         pilot seats. For
              direction of                          clarification,
              movement of controls                  bulkheads containing
              and switches must be                  only items such as
              identical to that in                  landing gear pin
              the airplane. Pilot                   storage
              seat(s) must afford                   compartments, fire
              the capability for                    axes or
              the occupant to be                    extinguishers, spare
              able to achieve the                   light bulbs,
              design ``eye                          aircraft documents
              position.''                           pouches are not
              Equipment for the                     considered essential
              operation of the                      and may be omitted.
              flight deck windows
              must be included,
              but the actual
              windows need not be
              operable. Fire axes,
              extinguishers, and
              spare light bulbs
              must be available in
              the flight
              simulator, but may
              be relocated to a
              suitable location as
              near as practical to
              the original
              position. Fire axes,
              landing gear pins,
              and any similar
              purpose instruments
              need only be
              represented in
              silhouette.
             An SOC is required...
------------------------------------------------------------------------
1.b........  The FTD must have       X    X
              equipment (e.g.,
              instruments, panels,
              systems, circuit
              breakers, and
              controls) simulated
              sufficiently for the
              authorized training/
              checking events to
              be accomplished. The
              installed equipment
              must be located in a
              spatially correct
              location and may be
              in a flight deck or
              an open flight deck
              area. Additional
              equipment required
              for the authorized
              training/checking
              events must be
              available in the
              FTD, but may be
              located in a
              suitable location as
              near as practical to
              the spatially
              correct position.
              Actuation of
              equipment must
              replicate the
              appropriate function
              in the airplane.
              Fire axes, landing
              gear pins, and any
              similar purpose
              instruments need
              only be represented
              in silhouette.
             An SOC is required...
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a........  The FTD must provide         X    X
              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..
             An SOC is required...
------------------------------------------------------------------------
2.b........  The FTD must have the   X    X    X
              computer (analog or
              digital) capability
              (i.e., capacity,
              accuracy,
              resolution, and
              dynamic response)
              needed to meet the
              qualification level
              sought.
             An SOC is required...
------------------------------------------------------------------------

[[Page 59711]]

 
2.c........  Relative responses of        X    X   The intent is to
              the flight deck                       verify that the FTD
              instruments must be                   provides instrument
              measured by latency                   cues that are,
              tests, or transport                   within the stated
              delay tests, and may                  time delays, like
              not exceed 300                        the airplane
              milliseconds. The                     responses. For
              instruments must                      airplane response,
              respond to abrupt                     acceleration in the
              input at the pilot's                  appropriate,
              position within the                   corresponding
              allotted time, but                    rotational axis is
              not before the time                   preferred.
              when the airplane                     Additional
              would respond under                   information
              the same conditions.                  regarding Latency
              Latency: The                  and Transport Delay
              FTD instrument and,                   testing may be found
              if applicable, the                    in Appendix A,
              motion system and                     Attachment 2,
              the visual system                     paragraph 14.
              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..
             An objective test is
              required..
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a........  All relevant                 X    X
              instrument
              indications involved
              in the simulation of
              the airplane must
              automatically
              respond to control
              movement or external
              disturbances to the
              simulated airplane;
              e.g., turbulence or
              winds.
             A subjective test is
              required..
------------------------------------------------------------------------
3.b........  Navigation equipment         X    X
              must be installed
              and operate within
              the tolerances
              applicable for the
              airplane.
             Level 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..
             A subjective test is
              required..
------------------------------------------------------------------------
3.c........  Installed systems       X    X    X
              must simulate the
              applicable airplane
              system operation,
              both on the ground
              and in flight.
              Installed systems
              must be operative to
              the extent that
              applicable normal,
              abnormal, and
              emergency operating
              procedures included
              in the sponsor's
              training programs
              can be accomplished.
             Level 6 must simulate
              all applicable
              airplane flight,
              navigation, and
              systems operation..
             Level 5 must have at
              least functional
              flight and
              navigational
              controls, displays,
              and instrumentation..
             Level 4 must have at
              least one airplane
              system installed and
              functional..
             A subjective test is
              required..
------------------------------------------------------------------------
3.d........  The lighting            X    X    X   Back-lighted panels
              environment for                       and instruments may
              panels and                            be installed but are
              instruments must be                   not required.
              sufficient for the
              operation being
              conducted.
             A subjective test is
              required..
------------------------------------------------------------------------
3.e........  The FTD must provide              X
              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.
             An objective test is
              required..
------------------------------------------------------------------------

[[Page 59712]]

 
3.f........  The FTD must provide         X
              control forces and
              control travel of
              sufficient precision
              to manually fly an
              instrument approach.
             A subjective test is
              required..
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a........  In addition to the      X    X    X   These seats need not
              flight crewmember                     be a replica of an
              stations, suitable                    aircraft seat and
              seating arrangements                  may be as simple as
              for an instructor/                    an office chair
              check airman and FAA                  placed in an
              Inspector must be                     appropriate
              available. These                      position.
              seats must provide
              adequate view of
              crewmember's
              panel(s).
             A subjective test is
              required..
------------------------------------------------------------------------
4.b........  The FTD must have       X    X    X
              instructor controls
              that permit
              activation of
              normal, abnormal,
              and emergency
              conditions as may be
              appropriate. Once
              activated, proper
              system operation
              must result from
              system management by
              the crew and not
              require input from
              the instructor
              controls.
             A subjective test is
              required..
------------------------------------------------------------------------
5. Motion System (not required)
------------------------------------------------------------------------
5.a........  The FTD may have a           X    X   The motion system
              motion system, if                     standards set out in
              desired, although it                  part 60, Appendix A
              is not required. If                   for at least Level A
              a motion system is                    simulators are
              installed and                         acceptable.
              additional training,
              testing, or checking
              credits are being
              sought on the basis
              of having a motion
              system, the motion
              system operation may
              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..
------------------------------------------------------------------------
5.b........  If a motion system is             X   The motion system
              installed, it must                    standards set out in
              be measured by                        part 60, Appendix A
              latency tests or                      for at least Level A
              transport delay                       simulators are
              tests and may not                     acceptable.
              exceed 300
              milliseconds.
              Instrument response
              may not occur prior
              to motion onset.
             An objective test is
              required..
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a........  The FTD may have a      X    X    X
              visual system, if
              desired, although it
              is not required. If
              a visual system is
              installed, it must
              meet the following
              criteria:
------------------------------------------------------------------------
6.a.1......  The visual system            X    X
              must respond to
              abrupt input at the
              pilot's position.
             An SOC is required...
             A subjective test is
              required..
------------------------------------------------------------------------
6.a.2......  The visual system       X    X    X
              must be at least a
              single channel, non-
              collimated display.
             An SOC is required...
             A subjective test is
              required..
------------------------------------------------------------------------
6.a.3......  The visual system       X    X    X
              must provide at
              least a field of
              view of 18[deg]
              vertical/24[deg]
              horizontal for the
              pilot flying.
             An SOC is required...
------------------------------------------------------------------------
6.a.4......  The visual system       X    X    X
              must provide for a
              maximum parallax of
              10[deg] per pilot.
             An SOC is required...
------------------------------------------------------------------------
6.a.5......  The visual scene        X    X    X
              content may not be
              distracting.
             An SOC is required...
             A subjective test is
              required..
------------------------------------------------------------------------

[[Page 59713]]

 
6.a.6......  The minimum distance    X    X    X
              from the pilot's eye
              position to the
              surface of a direct
              view display may not
              be less than the
              distance to any
              front panel
              instrument.
             An SOC is required...
------------------------------------------------------------------------
6.a.7......  The visual system       X    X    X
              must provide for a
              minimum resolution
              of 5 arc-minutes for
              both computed and
              displayed pixel size.
             An SOC is required...
------------------------------------------------------------------------
6.b........  If a visual system is             X   Directly projected,
              installed and                         non-collimated
              additional training,                  visual displays may
              testing, or checking                  prove to be
              credits are being                     unacceptable for
              sought on the basis                   dual pilot
              of having a visual                    applications.
              system, a visual
              system meeting the
              standards set out
              for at least a Level
              A FFS (see Appendix
              A of this part) will
              be required. A
              ``direct-view,'' non-
              collimated visual
              system (with the
              other requirements
              for a Level A visual
              system met) may be
              considered
              satisfactory for
              those installations
              where the visual
              system design ``eye
              point'' is
              appropriately
              adjusted for each
              pilot's position
              such that the
              parallax error is at
              or less than 10[deg]
              simultaneously for
              each pilot.
             An SOC is required...
             An objective test is
              required..
------------------------------------------------------------------------
7. Sound System
------------------------------------------------------------------------
7.a........  The FTD must simulate             X
              significant flight
              deck sounds
              resulting from pilot
              actions that
              correspond to those
              heard in the
              airplane.
------------------------------------------------------------------------

                Table B1B.--Table of Tasks vs. FTD Level
------------------------------------------------------------------------
              >>                  >
------------------------------------------------------------------------
                   Subjective         FTD level
             requirements In order ---------------
               to be qualified at
             the FTD qualification
              level indicated, the
              FTD must be able to
   Number     perform at least the                         Notes
             tasks associated with   4    5    6
                 that level of
               qualification. See
              Notes 1 and 2 at the
                end of the Table
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a........  Preflight Inspection    A    A    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   A    A    X
------------------------------------------------------------------------
1.c........  Pre-takeoff Checks...   A    A    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........  Rejected Takeoff                  A
              (requires visual
              system).
------------------------------------------------------------------------
2.b........  Departure Procedure..        X    X
------------------------------------------------------------------------
3. In-flight Maneuvers
------------------------------------------------------------------------
3.a........  a. Steep Turns.......        X    X
------------------------------------------------------------------------
3.b........  b. Approaches to             A    X
              Stalls.
------------------------------------------------------------------------
3.c........  c. Engine Failure            A    X
              (procedures only)--
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  d. Engine Failure            A    X
              (procedures only)--
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  e. Specific Flight      A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------

[[Page 59714]]

 
4. Instrument Procedures
------------------------------------------------------------------------
4.a........  Standard Terminal            A    X
              Arrival/Flight
              Management System
              Arrival.
------------------------------------------------------------------------
4.b........  Holding..............        A    X
------------------------------------------------------------------------
4.c........  Precision Instrument,        A    X   e.g., Autopilot,
              all engines                           Manual (Flt. Dir.
              operating.                            Assisted), Manual
                                                    (Raw Data).
------------------------------------------------------------------------
4.d........  Non-precision                A    X    e.g., NDB, VOR, VOR/
              Instrument, all                       DME, VOR/TAC, RNAV,
              engines operating.                    LOC, LOC/BC, ADF,
                                                    and SDF.
------------------------------------------------------------------------
4.e........  Circling Approach                 A
              (requires visual
              system).
------------------------------------------------------------------------
4.f........  Missed Approach......        A    X
------------------------------------------------------------------------
 5. Normal and Abnormal Procedures
------------------------------------------------------------------------
5.a........  Engine (including       A    A    X
              shutdown and restart
              procedures only).
------------------------------------------------------------------------
5.b........  Fuel System..........   A    A    X
------------------------------------------------------------------------
5.c........  Electrical System....   A    A    X
------------------------------------------------------------------------
5.d........  Hydraulic System.....   A    A    X
------------------------------------------------------------------------
5.e........  Environmental and       A    A    X
              Pressurization
              Systems.
------------------------------------------------------------------------
5.f........  Fire Detection and      A    A    X
              Extinguisher Systems.
------------------------------------------------------------------------
5.g........  Navigation and          A    A    X
              Avionics Systems.
------------------------------------------------------------------------
5.h........  Automatic Flight        A    A    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
5.i........  Flight Control          A    A    X
              Systems.
------------------------------------------------------------------------
5.j........  Anti-ice and Deice      A    A    X
              Systems.
------------------------------------------------------------------------
5.k........  Aircraft and Personal   A    A    X
              Emergency Equipment
------------------------------------------------------------------------
6. Emergency Procedures
------------------------------------------------------------------------
6.a........  Emergency Descent            A    X
              (maximum rate).
------------------------------------------------------------------------
6.b........  Inflight Fire and            A    X
              Smoke Removal.
------------------------------------------------------------------------
6.c........  Rapid Decompression..        A    X
------------------------------------------------------------------------
6.d........  Emergency Evacuation.   A    A    X
------------------------------------------------------------------------
7. Postflight Procedures
------------------------------------------------------------------------
7.a........  After-Landing           A    A    X
              Procedures.
------------------------------------------------------------------------
7.b........  Parking and Securing.   A    A   X
------------------------------------------------------------------------
Note 1: An ``A'' in the table indicates that the system, task, or
  procedure, although not required to be present, may be examined if the
  appropriate airplane system is simulated in the FTD and is working
  properly.
Note 2: Items not installed or not functional on the FTD and not
  appearing on the SOQ Configuration List, are not required to be listed
  as exceptions on the SOQ.

[[Page 59715]]

                Table B1C.--Table of Tasks vs. FTD Level
------------------------------------------------------------------------
                >>                  >
------------------------------------------------------------------------
               Subject requirements In    FTD level
                order to be qualified  ---------------
                      at the FTD
                 qualification level
    Number     indicated, the FTD must                       Notes
                be able to perform at    4    5    6
                   least the tasks
                 associated with that
               level of qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS)
------------------------------------------------------------------------
1.a..........  Power switch(es).......   X    X    X
------------------------------------------------------------------------
1.b..........  Airplane conditions....   A    X    X   e.g., GW, CG,
                                                        Fuel loading,
                                                        Systems, Ground.
                                                        Crew.
------------------------------------------------------------------------
1.c..........  Airports/Runways.......   X    X    X   e.g., Selection,
                                                        Surface,
                                                        Presets,
                                                        Lighting
                                                        controls.
------------------------------------------------------------------------
1.d..........  Environmental controls.   X    X    X   e.g., Temp, Wind.
------------------------------------------------------------------------
1.e..........  Airplane system           A    X    X
                malfunctions
                (Insertion/deletion).
------------------------------------------------------------------------
1.f..........  Locks, Freezes, and       X    X    X
                Repositioning.
------------------------------------------------------------------------
1.g..........  Sound Controls. (On/off/  X    X    X
                adjustment).
------------------------------------------------------------------------
1.h..........  Motion/Control Loading    A    X    X
                System, as
                appropriate. On/off/
                emergency stop.
------------------------------------------------------------------------
2. Observer Seats/Stations
------------------------------------------------------------------------
2.a..........  Position/Adjustment/      X    X    X
                Positive restraint
                system.
------------------------------------------------------------------------

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

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

Begin Information

1. Discussion

    a. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table B2A, are defined 
as follows:
    (1) Ground--on ground, independent of airplane configuration;
    (2) Take-off--gear down with flaps/slats in any certified 
takeoff position;
    (3) First segment climb--gear down with flaps/slats in any 
certified takeoff position (normally not above 50 ft AGL);
    (4) Second segment climb--gear up with flaps/slats in any 
certified takeoff position (normally between 50 ft and 400 ft AGL);
    (5) Clean--flaps/slats retracted and gear up;
    (6) Cruise--clean configuration at cruise altitude and airspeed;
    (7) Approach--gear up or down with flaps/slats at any normal 
approach position as recommended by the airplane manufacturer; and
    (8) Landing--gear down with flaps/slats in any certified landing 
position.
    b. The format for numbering the objective tests in Appendix A, 
Attachment 2, Table A2A, and the objective tests in Appendix B, 
Attachment 2, Table B2A, is identical. However, each test required 
for FFSs is not necessarily required for FTDs. Also, each test 
required for FTDs is not necessarily required for FFSs. Therefore, 
when a test number (or series of numbers) is not required, the term 
``Reserved'' is used in the table at that location. Following this 
numbering format provides a degree of commonality between the two 
tables and substantially reduces the potential for confusion when 
referring to objective test numbers for either FFSs or FTDs.
    c. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA 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.
    d. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for the test.
    e. A Level 4 FTD does not require objective tests and therefore, 
Level 4 is not addressed in the following table.

End Information

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

Begin QPS Requirements

2. Test Requirements

    a. The ground and flight tests required for qualification are 
listed in Table B2A Objective Tests. Computer generated FTD test 
results must be provided for each test except where an alternate 
test is specifically authorized by the NSPM. If a flight condition 
or operating condition is required for the test but does not apply 
to the airplane being simulated or to the qualification level 
sought, it may be disregarded (e.g., an engine out missed approach 
for a single-engine airplane; a maneuver using reverse thrust for an 
airplane without reverse thrust capability). Each test result is 
compared against the validation data described in Sec.  60.13, and 
in Appendix B. The results must be produced on an appropriate 
recording device acceptable to the NSPM and must include FTD number, 
date, time, conditions, tolerances, and appropriate dependent 
variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table B2A. All 
results must be labeled using the tolerances and units given.
    b. Table B2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for FTD validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to FTD performance. When 
two tolerance values are given for a parameter, the less restrictive 
may be used unless otherwise indicated.
    c. Certain tests included in this attachment must be supported 
with a Statement of Compliance and Capability (SOC). In Table B2A, 
requirements for SOCs are indicated in the ``Test Details'' column.
    d. When operational or engineering judgment is used in making 
assessments for flight test data applications for FTD validity, such 
judgment may not be limited to a single parameter. For example, data 
that exhibit rapid variations of the measured parameters may require 
interpolations or a ``best fit'' data section. All relevant 
parameters related to a given maneuver or flight condition must be 
provided to allow overall interpretation.

[[Page 59716]]

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.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snapshot.
    i. For previously qualified FTDs, the tests and tolerances of 
this attachment may be used in subsequent continuing qualification 
evaluations for any given test if the sponsor has submitted a 
proposed MQTG revision to the NSPM and has received NSPM approval.
    j. FTDs are evaluated and qualified with an engine model 
simulating the airplane data supplier's flight test engine. For 
qualification of alternative engine models (either variations of the 
flight test engines or other manufacturer's engines) additional 
tests with the alternative engine models may be required. This 
Attachment contains guidelines for alternative engines.
    k. Testing Computer Controlled Airplane (CCA) simulators, or 
other highly augmented airplane simulators, flight test data is 
required for the Normal (N) and/or Non-normal (NN) control states, 
as indicated in this Attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table A2A require test results in the Normal control state 
unless specifically noted otherwise in the Test Details section 
following the CCA designation. The NSPM will determine what tests 
are appropriate for airplane simulation data. When making this 
determination, the NSPM may require other levels of control state 
degradation for specific airplane tests. Where Non-normal control 
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state. 
Where applicable, flight test data must record Normal and Non-normal 
states for:
    (1) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    l. Tests of handling qualities must include validation of 
augmentation devices. FTDs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.
    m. Some tests will not be required for airplanes using airplane 
hardware in the FTD flight deck (e.g., ``side stick controller''). 
These exceptions are noted in Section 2 ``Handling Qualities'' in 
Table B2A of this attachment. However, in these cases, the sponsor 
must provide a statement that the airplane hardware meets the 
appropriate manufacturer's specifications and the sponsor must have 
supporting information to that fact available for NSPM review.

End QPS Requirements

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

                            Table B2A.--Flight Training Device (FTD) Objective Tests
----------------------------------------------------------------------------------------------------------------
                                             >>
-----------------------------------------------------------------------------------------------------------------
             Test                                                                        FTD     >
-------------------------------                        Flight                           level  -----------------
                                   Tolerances        conditions       Test details   ----------
   Number           Title                                                              5    6         Notes
----------------------------------------------------------------------------------------------------------------
1. Performance
----------------------------------------------------------------------------------------------------------------
1.a.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.b.........  Takeoff
----------------------------------------------------------------------------------------------------------------
1.b.1.......  Ground            5%    Takeoff.........  Record                  X   This test is
               Acceleration      time or 1 sec.                        time for a                  if RTO training
                                                                     minimum of 80%              credit is
                                                                     of the segment              sought.
                                                                     from brake
                                                                     release to VR.
                                                                    Preliminary
                                                                     aircraft
                                                                     certification
                                                                     data may be
                                                                     used.
----------------------------------------------------------------------------------------------------------------
1.b.2.        (Reserved)
through
 1.b.6..
----------------------------------------------------------------------------------------------------------------

[[Page 59717]]

 
1.b.7.......  Rejected Takeoff  3%    Dry Runway......  Record time for         X
                                 time or 1 second.                     the segment
                                                                     from initiation
                                                                     of the Rejected
                                                                     Takeoff to full
                                                                     stop.
----------------------------------------------------------------------------------------------------------------
1.b.8.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.c.........  Climb
----------------------------------------------------------------------------------------------------------------
1.c.1.......  Normal Climb all  3 kt  Clean...........  Flight test data   X    X
               engines           airspeed, 5% or                         performance
                                 100                     manual data may
                                 ft/min (0.5 m/                      be used. Record
                                 sec) climb rate.                    at nominal
                                                                     climb speed and
                                                                     at nominal
                                                                     altitude. May
                                                                     be a snapshot
                                                                     test result.
                                                                     FTD performance
                                                                     must be
                                                                     recorded over
                                                                     an interval of
                                                                     at least 1,000
                                                                     ft (300 m).
----------------------------------------------------------------------------------------------------------------
1.c.2.        (Reserved)
through
 1.c.4..
----------------------------------------------------------------------------------------------------------------
1.d.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.e.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.f.........  Engines
----------------------------------------------------------------------------------------------------------------
1.f.1.......  Acceleration....  Level 6: 10% Tt,     Landing.          power (N1, N2,              time from
                                 or 0.25 sec.                     Manifold                    throttle
                                Level 5: 1 sec.                        idle to maximum             reaching 90% of
                                                                     takeoff power               go around
                                                                     for a rapid                 power.
                                                                     (slam) throttle
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
1.f.2.......  Deceleration....  Level 6: 10% Tt,                       power (N1, N2,              time from
                                 or 0.25 sec.                     Manifold                    throttle
                                Level 5: 1 sec.                        maximum takeoff             reaching 90%
                                                                     power to idle               decay of
                                                                     for a rapid                 maximum takeoff
                                                                     (slam) throttle             power.
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
2. Handling Qualities
----------------------------------------------------------------------------------------------------------------
              For FTDs requiring Static tests at the controls (i.e., column, wheel,             Testing of
               rudder pedal), special test fixtures will not be required during                  position versus
               initial or upgrade evaluations if the sponsor's QTG/MQTG shows both               force is not
               test fixture results and the results of an alternative approach, such             applicable if
               as computer plots produced concurrently, that show satisfactory                   forces are
               agreement. Repeat of the alternative method during the initial or                 generated
               upgrade evaluation would then satisfy this test requirement                       solely by use
                                                                                                 of airplane
                                                                                                 hardware in the
                                                                                                 FTD.
----------------------------------------------------------------------------------------------------------------
2.a.........  Static Control Tests
----------------------------------------------------------------------------------------------------------------
2.a.1.a.....  Pitch Controller  2 lb  Ground..........  Record results          X
               Position vs.      (0.9 daN)                           for an
               Force and         breakout, 10% or                        control sweep
               Position          5                       to the stops.
               Calibration.      lb (2.2 daN)
                                 force, 2[deg]
                                 elevator.
----------------------------------------------------------------------------------------------------------------

[[Page 59718]]

 
2.a.1.b.....  Pitch Controller  2 lb  As determined by  Record results     X        Applicable only
               Position vs.      (0.9 daN)         sponsor.          during initial              on continuing
               Force.            breakout, 10% or                        evaluation for              evaluations.
                                 5                       an                          The intent is
                                 lb (2.2 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.2.a.....  Roll Controller   2 lb  Ground..........  Record results          X
               Position vs.      (0.9 daN)                           for an
               Force and         breakout, 10% or                        control sweep
               Position          3                       to the stops.
               Calibration.      lb (1.3 daN)
                                 force, 2[deg]
                                 aileron, 3[deg]
                                 spoiler angle.
----------------------------------------------------------------------------------------------------------------
2.a.2.b.....  Roll Controller   2 lb  As determined by  Record results     X        Applicable only
               Position vs.      (0.9 daN)         sponsor.          during initial              on continuing
               Force.            breakout, 10% or                        evaluation for              evaluations.
                                 3                       an                          The intent is
                                 lb (1.3 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.3.a.....  Rudder Pedal      5 lb  Ground..........  Record results          X
               Position vs.      (2.2 daN)                           for an
               Force and         breakout, 10% or                        control sweep
               Position          5                       to the stops.
               Calibration.      lb (2.2 daN)
                                 force, 27[deg]
                                 rudder angle.
----------------------------------------------------------------------------------------------------------------
2.a.3.b.....  Rudder Pedal      5 lb  As determined by  Record results     X        Applicable only
               Position vs.      (2.2 daN)         sponsor.          during initial              on continuing
               Force.            breakout, 10% or                        evaluation for              evaluations.
                                 5                       an                          The intent is
                                 lb (2.2 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.4.......  Nosewheel         2 lb  Ground..........  Record results          X
               Steering          (0.9 daN)                           of an
               Controller        breakout, 10% or                        control sweep
                                 3                       to the stops.
                                 lb (1.3 daN)
                                 force.
----------------------------------------------------------------------------------------------------------------
2.a.5.......  Rudder Pedal      2[deg]                        of an
               Calibration.      nosewheel angle.                    uninterrupted
                                                                     control sweep
                                                                     to the stops.
----------------------------------------------------------------------------------------------------------------

[[Page 59719]]

 
2.a.6.......  Pitch Trim        0.5[deg]                                                  the test is to
               Surface           of computed                                                     compare the FTD
               Position          trim surface                                                    against design
               Calibration.      angle.                                                          data or
                                                                                                 equivalent.
----------------------------------------------------------------------------------------------------------------
2.a.7.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.a.8.......  Alignment of      5[deg] of                     simultaneous
               Throttle Lever    throttle lever                      recording for
               vs. Selected      angle or 0.8 in (2                     The tolerances
               Parameter.        cm) for power                       apply against
                                 control without                     airplane data
                                 angular travel,                     and between
                                 or 3% N1, or                     case of
                                 0.03 EPR,                     powered
                                 or 3%                            propeller lever
                                 maximum rated                       is present, it
                                 manifold                            must also be
                                 pressure, or                        checked. For
                                 3%                      airplanes with
                                 torque.                             throttle
                                                                     ``detents,''
                                                                     all detents
                                                                     must be
                                                                     presented. May
                                                                     be a series of
                                                                     snapshot test
                                                                     results.
----------------------------------------------------------------------------------------------------------------
2.a.9.......  Brake Pedal       5 lb  Ground..........  Two data points         X   Test not
               Position vs.      (2.2 daN) or                        are required:               required unless
               Force.            10% force.                          Zero and                    RTO credit is
                                                                     maximum                     sought.
                                                                     deflection.
                                                                     Computer output
                                                                     results may be
                                                                     used to show
                                                                     compliance.
----------------------------------------------------------------------------------------------------------------
2.b.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.........  Longitudinal Control Tests
----------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
----------------------------------------------------------------------------------------------------------------
2.c.1.......  Power Change      5 lb  Approach........  May be a series    X    X
               Force.            (2.2 daN) or,                       of snapshot
                                 20%                     test results.
                                 force.                              Power change
                                                                     dynamics test
                                                                     as described in
                                                                     test 2.c.1 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
----------------------------------------------------------------------------------------------------------------
2.c.2.......  Flap/Slat Change  5 lb  Takeoff through   May be a series    X    X
               Force.            (2.2 daN) or,     initial flap      of snapshot
                                 20%   retraction, and   test results.
                                 force.            approach to       Flap/Slat
                                                   landing.          change dynamics
                                                                     test as
                                                                     described in
                                                                     test 2.c.2 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
----------------------------------------------------------------------------------------------------------------
2.c.3.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.4.......  Gear Change       5 lb  Takeoff           May be a series    X    X
               Force.            (2.2 daN) or,     (retraction)      of snapshot
                                 20%   and Approach      test results.
                                 force.            (extension).      Gear change
                                                                     dynamics test
                                                                     as described in
                                                                     test 2.c.4 of
                                                                     Table A2A of
                                                                     this part will
                                                                     be accepted.
----------------------------------------------------------------------------------------------------------------
2.c.5.......  Longitudinal      0.5[deg]    Approach, and     state condition
                                 trim surface      Landing.          with wings
                                 angle 1[deg]                        thrust set for
                                 elevator 1[deg]                        May be a series
                                 pitch angle                         of snapshot
                                 5%                      tests Level 5
                                 net thrust or                       may use
                                 equivalent.                         equivalent
                                                                     stick and trim
                                                                     controllers in
                                                                     lieu of
                                                                     elevator and
                                                                     trim surface.
----------------------------------------------------------------------------------------------------------------

[[Page 59720]]

 
2.c.6.......  Longitudinal      5 lb  Cruise,           Continuous time         X
               Maneuvering       (2.2 daN)    Landing.          a series of
               (Stick Force/g).  or 10% pitch                     may be used.
                                 controller                          Record results
                                 force                               up to 30[deg]
                                 Alternative                         of bank for
                                 method: 1[deg] or                     landing
                                 10%                     configurations.
                                 change of                           Record results
                                 elevator.                           for up to
                                                                     45[deg] of bank
                                                                     for the cruise
                                                                     configuration.
                                                                     The force
                                                                     tolerance is
                                                                     not applicable
                                                                     if forces are
                                                                     generated
                                                                     solely by the
                                                                     use of airplane
                                                                     hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit ``stick-
                                                                     force-per-g''
                                                                     characteristics.
----------------------------------------------------------------------------------------------------------------
2.c.7.......  Longitudinal      5 lb  Approach........  May be a series    X    X
               Static            (2.2 daN)                      test results.
                                 or 10% pitch                     for at least 2
                                 controller                          speeds above
                                 force.                              and 2 speeds
                                Alternative                          below trim
                                 method: 1[deg] or                     force tolerance
                                 10%                     is not
                                 change of                           applicable if
                                 elevator.                           forces are
                                                                     generated
                                                                     solely by the
                                                                     use of airplane
                                                                     hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit speed
                                                                     stability
                                                                     characteristics
                                                                     . Level 5 must
                                                                     exhibit
                                                                     positive static
                                                                     stability, but
                                                                     need not comply
                                                                     with the
                                                                     numerical
                                                                     tolerance.
----------------------------------------------------------------------------------------------------------------
2.c.8.......  Stall Warning     3     Second Segment    The stall          X    X
               (actuation of     kts. airspeed,    Climb, and        maneuver must
               stall warning     2[deg]      Landing.          thrust at or
                                 bank for speeds                     near idle power
                                 greater than                        and wings level
                                 actuation of                        (1g). Record
                                 stall warning                       the stall
                                 device or                           warning signal
                                 initial buffet.                     and initial
                                                                     buffet if
                                                                     applicable.
----------------------------------------------------------------------------------------------------------------
2.c.9.a.....  Phugoid Dynamics  10%   Cruise..........  The test must      X
                                 period, 10% of                        whichever is
                                 time to \1/2\                       less of the
                                 or double                           following:
                                 amplitude or                        Three full
                                 .02                     cycles (six
                                 of damping                          overshoots
                                 ratio.                              after the input
                                                                     is completed),
                                                                     or the number
                                                                     of cycles
                                                                     sufficient to
                                                                     determine time
                                                                     to \1/2\ or
                                                                     double
                                                                     amplitude.
----------------------------------------------------------------------------------------------------------------
2.c.9.b.....  Phugoid Dynamics  10%   Cruise..........  The test must      X
                                 period,                             include
                                 Representative                      whichever is
                                 damping.                            less of the
                                                                     following:
                                                                     Three full
                                                                     cycles (six
                                                                     overshoots
                                                                     after the input
                                                                     is completed),
                                                                     or the number
                                                                     of cycles
                                                                     sufficient to
                                                                     determine
                                                                     representative
                                                                     damping.
----------------------------------------------------------------------------------------------------------------
2.c.10......  Short Period      1.5[deg]
                                 pitch angle or
                                 2[deg]/
                                 sec pitch rate,
                                 0.10g
                                 acceleration..
----------------------------------------------------------------------------------------------------------------
2.d.........  Lateral Directional Tests
----------------------------------------------------------------------------------------------------------------

[[Page 59721]]

 
Power setting is that required for level flight unless otherwise specified.
----------------------------------------------------------------------------------------------------------------
2.d.1.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.d.2.......  Roll Response     10%   Cruise, and       Record results     X    X
               (Rate).           or 2[deg]/     Landing.          controller
                                 sec roll rate.                      deflection (one-
                                                                     third of
                                                                     maximum roll
                                                                     controller
                                                                     travel). May be
                                                                     combined with
                                                                     step input of
                                                                     flight deck
                                                                     roll controller
                                                                     test (see
                                                                     2.d.3.).
----------------------------------------------------------------------------------------------------------------
2.d.3.......  Roll Response to  10%   Approach or       Record from             X
               Flight deck       or 2[deg]                        roll through 10
               Step Input.       bank angle.                         seconds after
                                                                     control is
                                                                     returned to
                                                                     neutral and
                                                                     released. May
                                                                     be combined
                                                                     with roll
                                                                     response (rate)
                                                                     test (see
                                                                     2.d.2.).
----------------------------------------------------------------------------------------------------------------
2.d.4.a.....  Spiral Stability  Correct trend     Cruise..........  Record results          X   Airplane data
                                 and 3[deg] or                     directions. As              multiple tests
                                 10%                     an alternate                in same
                                 bank angle in                       test,                       direction may
                                 30 seconds.                         demonstrate the             be used.
                                                                     lateral control
                                                                     required to
                                                                     maintain a
                                                                     steady turn
                                                                     with a bank
                                                                     angle of
                                                                     30[deg].
----------------------------------------------------------------------------------------------------------------
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[deg]/     Landing.          input of 20%-
                                 sec or 10% yaw                       pedal throw
                                 rate.                               must be used.
                                                                     Not required if
                                                                     rudder input
                                                                     and response is
                                                                     shown in Dutch
                                                                     Roll test (test
                                                                     2.d.7.).
----------------------------------------------------------------------------------------------------------------
2.d.6.b.....  Rudder Response.  Roll rate 2[deg]/     Landing.          response to a
                                 sec, bank angle                     given rudder
                                 3[deg].
----------------------------------------------------------------------------------------------------------------
2.d.7.......  Dutch Roll (Yaw   0.5   Cruise, and       Record results          X
               Damper OFF).      sec. or 10% of      Landing.          complete cycles
                                 period, 10% of                        augmentation
                                 time to \1/2\                       OFF, or the
                                 or double                           number of
                                 amplitude or                        cycles
                                 .02                     sufficient to
                                 of damping                          determine time
                                 ratio.                              to \1/2\ or
                                                                     double
                                                                     amplitude.
----------------------------------------------------------------------------------------------------------------
2.d.8.......  Steady State      For given rudder  Approach or       May be a series    X    X
               Sideslip.         position 2[deg]                        test results.
                                 bank angle,                         Propeller
                                 1[deg]                        airplanes must
                                 sideslip angle,                     test in each
                                 10%                     direction.
                                 or 2[deg]                        is matched only
                                 aileron, 10% or                        repeatability
                                 5[deg]                        continuing
                                 spoiler or                          qualification
                                 equivalent                          evaluations.
                                 roll,
                                 controller
                                 position or
                                 force.
----------------------------------------------------------------------------------------------------------------
2.e.          (Reserved)
through 2.h.
----------------------------------------------------------------------------------------------------------------
3. (Reserved)
----------------------------------------------------------------------------------------------------------------

[[Page 59722]]

 
4. (Reserved)
----------------------------------------------------------------------------------------------------------------
5. (Reserved)
----------------------------------------------------------------------------------------------------------------
6. FTD System Response Time
----------------------------------------------------------------------------------------------------------------
6.a.........  Latency
----------------------------------------------------------------------------------------------------------------
              ................  300 ms (or less)  Take-off,         One test is        X    X
                                 after airplane    cruise, and       required in
                                 response.         approach or       each axis
                                                   landing.          (pitch, roll
                                                                     and yaw) for
                                                                     each of the
                                                                     three
                                                                     conditions
                                                                     (take-off,
                                                                     cruise, and
                                                                     approach or
                                                                     landing).
----------------------------------------------------------------------------------------------------------------
              Transport Delay.  ................  ................  ................            If Transport
                                                                                                 Delay is the
                                                                                                 chosen method
                                                                                                 to demonstrate
                                                                                                 relative
                                                                                                 responses, the
                                                                                                 sponsor and the
                                                                                                 NSPM will use
                                                                                                 the latency
                                                                                                 values to
                                                                                                 ensure proper
                                                                                                 simulator
                                                                                                 response when
                                                                                                 reviewing those
                                                                                                 existing tests
                                                                                                 where latency
                                                                                                 can be
                                                                                                 identified
                                                                                                 (e.g., short
                                                                                                 period, roll
                                                                                                 response,
                                                                                                 rudder
                                                                                                 response).
 
�������������
----------------------------------------------------------------------------------------------------------------

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

Begin Information

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

     Control Dynamics, paragraph 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.

End Information

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

4. Alternative Objective Data for FTD Level 5

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

Begin QPS Requirements

    a. This paragraph (including the following tables) is relevant 
only to FTD Level 5. It is provided because this level is required 
to simulate the performance and handling characteristics of a set of 
airplanes with similar characteristics, such as normal airspeed/
altitude operating envelope and the same number and type of 
propulsion systems (engines).
    b. Tables B2B through B2E reflect FTD performance standards that 
are acceptable to the FAA. A sponsor must demonstrate that a device 
performs within these parameters, as applicable. If a device does 
not meet the established performance parameters for some or for all 
of the applicable tests listed in Tables B2B through B2E, the 
sponsor may use NSP accepted flight test data for comparison 
purposes for those tests.
    c. Sponsors using the data from Tables B2B through B2E must 
comply with the following:
    (1) Submit a complete QTG, including results from all of the 
objective tests appropriate for the level of qualification sought as 
set out in Table B2A. The QTG must highlight those results that 
demonstrate that 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.

End QPS Requirements

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

Begin Information

    d. The reader is encouraged to consult the Airplane Flight 
Simulator Evaluation

[[Page 59723]]

Handbook, Volumes I and II, published by the Royal Aeronautical 
Society, London, UK, and FAA Advisory Circulars (AC) 25-7, Flight 
Test Guide for Certification of Transport Category Airplanes, and 
(AC) 23-8A, Flight Test Guide for Certification of Part 23 
Airplanes, as amended, for references and examples regarding flight 
testing requirements and techniques.

End Information

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

Table B2B.--Alternative Data Source for FTD Level 5 Small, Single Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
 >>  The performance parameters in this table must be
 used to program the FTD if flight test data is not used to program the
                                  FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb rate = 500-1200 fpm
                   gross weight, at best       (2.5-6 m/sec).
                   rate-of-climb airspeed.
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-4 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-4 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force.
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------

[[Page 59724]]

 
2.c.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation of stall warning device) with
                   nominal gross weight; wings level; and a deceleration
                   rate of not more than three (3) knots per second
------------------------------------------------------------------------
                  (a) Landing configuration.  40-60 knots; 5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response (rate)......  Must have a roll rate of
                                               4[deg]-25[deg]/second.
                  Roll rate must be measured
                   through at least 30[deg]
                   of roll.
                  Aileron control must be
                   deflected \1/3\ (33.3
                   percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (5[deg]) after 20
                                               seconds.
                  Cruise configuration and
                   normal cruise airspeed.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.          Rudder response...........  2[deg]-6[deg]/second yaw
                                               rate.
                  Use 25 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank;
                                               4[deg]-10[deg] of
                                               sideslip; and
                  Use 50 percent rudder       2[deg]-10[deg] of aileron.
                   deflection. (Applicable
                   to approach and landing
                   configurations.)
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Latency...................  300 milliseconds or less.
                  Flight deck instrument
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------

 Table B2C.--Alternative Data Source for FTD Level 5 Small, Multi-Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
 >>  The performance parameters in this table must be
 used to program the FTD if flight test data is not used to program the
                                  FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 500-1500 fpm
                                               (2.5-7.5 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-5 seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-5 seconds.
                   power to idle.
------------------------------------------------------------------------

[[Page 59725]]

 
2. Handling Qualities...................................................
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   10-25 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.4...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation of stall warning device) with
                   nominal gross weight; wings level; and a deceleration
                   rate of not more than three (3) knots per second
------------------------------------------------------------------------
                  (a) Landing configuration.  60-90 knots; 5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------

[[Page 59726]]

 
2.d.2...........  Roll response.............  Must have a roll rate of
                  Roll rate must be measured   4[deg]-25[deg]/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (5[deg]) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  3[deg]-6[deg]/second yaw
                  Use 25 percent of maximum    rate.
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank; 4-
                  Use 50 percent rudder        10 degrees of sideslip;
                   deflection. (Applicable     and 2[deg]-10[deg] of
                   to approach and landing     aileron.
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------

Table B2D.--Alternative Data Source for FTD Level 5 Small, Single Engine
                       (Turbo-Propeller) Airplane
------------------------------------------------------------------------
 >> The performance parameters in this table must be
 used to program the FTD in flight test data is not used to program the
                                  FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 800-1800 fpm
                                               (4-9 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       4-8 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       3-7 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   8 lbs (3.5 daN) of Push
                   level flight at 80% of      force--8 lbs (3.5 daN) of
                   normal cruise airspeed      Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------

[[Page 59727]]

 
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation of stall warning device) with
                   nominal gross weight; wings level; and a deceleration
                   rate of not more than three (3) knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  60-90 knots; 5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of
                  Roll rate must be measured   4[deg]-25[deg]/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel..
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (5[deg]) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn..
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  3[deg]-6[deg]/second yaw
                  Use 25 percent of maximum    rate.
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-3 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank;
                  Use 50 percent rudder        4[deg]-10[deg] of
                   deflection. (Applicable     sideslip; and 2[deg]-
                   to approach and landing     10[deg] of aileron.
                   configurations.)..
------------------------------------------------------------------------

[[Page 59728]]

 
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------

Table B2E.--Alternative Data Source for FTD Level 5 Multi-Engine (Turbo-
                           Propeller) Airplane
------------------------------------------------------------------------
 >> The performance parameters in this table must be
 used to program the FTD in flight test data is not used to program the
                                  FTD.
-------------------------------------------------------------------------
               Applicable test
---------------------------------------------   Authorized performance
     Number           Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb.....................
------------------------------------------------------------------------
1.b.1...........  Normal climb with nominal   Climb airspeed = 120-140
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 1000-3000 fpm
                                               (5-15 m/sec)
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-6 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       1-5 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   8 lbs (3.5 daN) of Push
                   level flight at 80% of      force to 8 lbs (3.5 daN)
                   normal cruise airspeed      of Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------

[[Page 59729]]

 
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  b) Trim for straight and    2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
                  (a) Landing configuration.  80-100 knots; 5[deg] of bank.
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 4-
                  Roll rate must be measured   25 degrees/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel..
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (5[deg]) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn..
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  3[deg]-6[deg]/second yaw
                  Use 25 percent of maximum    rate.
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank;
                  Use 50 percent rudder       4[deg]-10[deg] of
                   deflection. (Applicable     sideslip; and
                   to approach and landing    2[deg]-10[deg] of aileron.
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------

End QPS Requirements

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

Begin QPS Requirements

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

    a. Sponsors are not required to use the alternative data 
sources, procedures, and instrumentation. However, any sponsor 
choosing to use alternative sources must comply with the 
requirements in Table B2F.

End QPS Requirements

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

Begin Information

    b. It has become standard practice for experienced FTD 
manufacturers to use such techniques as a means of establishing data 
bases for new FTD configurations while awaiting the availability of 
actual flight test data; and then comparing this new data with the 
newly available flight test data. The results of such comparisons 
have, as reported by some recognized and experienced simulation 
experts, become increasingly consistent and indicate that these 
techniques, applied with appropriate experience, are becoming 
dependably accurate for the development of aerodynamic models for 
use in Level 6 FTDs.

[[Page 59730]]

    c. In reviewing this history, the NSPM has concluded that, with 
proper care, those who are experienced in the development of 
aerodynamic models for FTD application can successfully use these 
modeling techniques to acceptably alter the method by which flight 
test data may be acquired and, when applied to Level 6 FTDs, does 
not compromise the quality of that simulation.
    d. The information in the table that follows (Table of 
Alternative Data Sources, Procedures, and Information: Level 6 FTD 
Only) is presented to describe an acceptable alternative to data 
sources for Level 6 FTD modeling and validation, and an acceptable 
alternative to the procedures and instrumentation found in the 
flight test methods traditionally accepted for gathering modeling 
and validation data.
    (1) Alternative data sources that may be used for part or all of 
a data requirement are the Airplane Maintenance Manual, the Airplane 
Flight Manual (AFM), Airplane Design Data, the Type Inspection 
Report (TIR), Certification Data or acceptable supplemental flight 
test data.
    (2) The NSPM recommends that use of the alternative 
instrumentation noted in Table B2F be coordinated with the NSPM 
prior to employment in a flight test or data gathering effort.
    e. The NSPM position regarding the use of these alternative data 
sources, procedures, and instrumentation is based on three primary 
preconditions and presumptions regarding the objective data and FTD 
aerodynamic program modeling.
    (1) Data gathered through the alternative means does not require 
angle of attack (AOA) measurements or control surface position 
measurements for any flight test. AOA can be sufficiently derived if 
the flight test program insures the collection of acceptable level, 
unaccelerated, trimmed flight data. Angle of attack may be validated 
by conducting the three basic ``fly-by'' trim tests. The FTD time 
history tests should begin in level, unaccelerated, and trimmed 
flight, and the results should be compared with the flight test 
pitch angle.
    (2) A simulation controls system model should be rigorously 
defined and fully mature. It should also include accurate gearing 
and cable stretch characteristics (where applicable) that are 
determined from actual aircraft measurements. Such a model does not 
require control surface position measurements in the flight test 
objective data for Level 6 FTD applications.
    f. Table B2F is not applicable to Computer Controlled Aircraft 
FTDs.
    g. Utilization of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with 
the balance of the information contained in this document relative 
to Level 6 FTDs.
    h. The term ``inertial measurement system'' allows the use of a 
functional global positioning system (GPS).

End Information

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

  Table B2F.--Alternative Data Sources, Procedures, and Instrumentation
                               Level 6 FTD
------------------------------------------------------------------------
 >> The standards in this table are required if the
  data gathering methods described in paragraph 9 of Appendix B are not
                                  used.
-------------------------------------------------------------------------
                                   Alternative data
   Objective test reference      sources, procedures,       Notes and
       number and title           and instrumentation       reminders
------------------------------------------------------------------------
1.b.1.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Ground acceleration time......   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.b.7.........................  Data may be acquired    This test is
Performance...................   through a               required only
Takeoff.......................   synchronized video      if RTO is
Rejected takeoff..............   recording of a stop     sought.
                                 watch and the
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
1.c.1.........................  Data may be acquired
Performance...................   with a synchronized
Climb.........................   video of calibrated
Normal climb all engines         airplane instruments
 operating..                     and engine power
                                 throughout the climb
                                 range.
------------------------------------------------------------------------
1.f.1.........................  Data may be acquired
Performance...................   with a synchronized
Engines.......................   video recording of
Acceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
1.f.2.........................  Data may be acquired
Performance...................   with a synchronized
Engines.......................   video recording of
Deceleration..................   engine instruments
                                 and throttle position.
------------------------------------------------------------------------
2.a.1.a.......................  Surface position data
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Pitch controller position vs.    (FDR) sensor or, if
 force and surface position      no FDR sensor, at
 calibration..                   selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------

[[Page 59731]]

 
2.a.2.a.......................  Surface position data
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Wheel position vs. force and     (FDR) sensor or, if
 surface position calibration..  no FDR sensor, at
                                 selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.3.a.......................  Surface position data
Handling qualities............   may be acquired from
Static control tests..........   flight data recorder
Rudder pedal position vs.        (FDR) sensor or, if
 force and surface position      no FDR sensor, at
 calibration..                   selected, significant
                                 column positions
                                 (encompassing
                                 significant column
                                 position data
                                 points), acceptable
                                 to the NSPM, using a
                                 control surface
                                 protractor on the
                                 ground (for airplanes
                                 with reversible
                                 control systems, this
                                 function should be
                                 accomplished with
                                 winds less than 5
                                 kt). Force data may
                                 be acquired by using
                                 a hand held force
                                 gauge at the same
                                 column position data
                                 points.
------------------------------------------------------------------------
2.a.4.........................  Breakout data may be
Handling qualities............   acquired with a hand
Static control tests..........   held force gauge. The
Nosewheel steering force......   remainder of the
                                 force to the stops
                                 may be calculated if
                                 the force gauge and a
                                 protractor are used
                                 to measure force
                                 after breakout for at
                                 least 25% of the
                                 total displacement
                                 capability.
------------------------------------------------------------------------
2.a.5.........................  Data may be acquired
Handling qualities............   through the use of
Static control tests..........   force pads on the
Rudder pedal steering            rudder pedals and a
 calibration..                   pedal position
                                 measurement device,
                                 together with design
                                 data for nose wheel
                                 position.
------------------------------------------------------------------------
2.a.6.........................  Data may be acquired
Handling qualities............   through calculations.
Static control tests..........
Pitch trim indicator vs.
 surface position calibration..
------------------------------------------------------------------------
2.a.8.........................  Data may be acquired
Handling qualities............   through the use of a
Static control tests..........   temporary throttle
Alignment of power lever angle   quadrant scale to
 vs. selected engine parameter   document throttle
 (e.g., EPR, N1, Torque,         position. Use a
 Manifold pressure)..            synchronized video to
                                 record steady state
                                 instrument readings
                                 or hand-record steady
                                 state engine
                                 performance readings.
------------------------------------------------------------------------
2.a.9.........................  Use of design or
Handling qualities............   predicted data is
Static control tests..........   acceptable. Data may
Brake pedal position vs.         be acquired by
 force..                         measuring deflection
                                 at ``zero'' and at
                                 ``maximum.''
------------------------------------------------------------------------
2.c.1.........................  Data may be acquired    Power change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Power change force............   and a synchronized      using the same
                                 video of the            data
                                 calibrated airplane     acquisition
                                 instruments, throttle   methodology.
                                 position, and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------
2.c.2.........................  Data may be acquired    Flap/slat change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Flap/slat change force........   and a synchronized      using the same
                                 video of calibrated     data
                                 airplane instruments,   acquisition
                                 flap/slat position,     methodology.
                                 and the force/
                                 position measurements
                                 of flight deck
                                 controls.
------------------------------------------------------------------------
2.c.4.........................  Data may be acquired    Gear change
Handling qualities............   by using an inertial    dynamics test
Longitudinal control tests....   measurement system      is acceptable
Gear change force.............   and a synchronized      using the same
                                 video of the            data
                                 calibrated airplane     acquisition
                                 instruments, gear       methodology.
                                 position, and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------

[[Page 59732]]

 
2.c.5.........................  Data may be acquired
Handling qualities............   through use of an
Longitudinal control tests....   inertial measurement
Longitudinal trim.............   system and a
                                 synchronized video of
                                 flight deck controls
                                 position (previously
                                 calibrated to show
                                 related surface
                                 position) and engine
                                 instrument readings.
------------------------------------------------------------------------
2.c.6.........................  Data may be acquired
Handling qualities............   through the use of an
Longitudinal control tests....   inertial measurement
Longitudinal maneuvering         system and a
 stability (stick force/g)..     synchronized video of
                                 the calibrated
                                 airplane instruments;
                                 a temporary, high
                                 resolution bank angle
                                 scale affixed to the
                                 attitude indicator;
                                 and a wheel and
                                 column force
                                 measurement
                                 indication.
------------------------------------------------------------------------
2.c.7.........................  Data may be acquired
Handling qualities............   through the use of a
Longitudinal control tests....   synchronized video of
Longitudinal static stability.   the airplane flight
                                 instruments and a
                                 hand held force gauge.
------------------------------------------------------------------------
2.c.8.........................  Data may be acquired    Airspeeds may be
Handling qualities............   through a               cross checked
Longitudinal control tests....   synchronized video      with those in
Stall Warning (activation of     recording of a stop     the TIR and
 stall warning device)..         watch and the           AFM.
                                 calibrated airplane
                                 airspeed indicator.
                                 Hand-record the
                                 flight conditions and
                                 airplane
                                 configuration.
------------------------------------------------------------------------
2.c.9.a.......................  Data may be acquired
Handling qualities.              by using an inertial
 Longitudinal control tests.     measurement system
Phugoid dynamics..............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------
2.c.10........................  Data may be acquired
Handling qualities............   by using an inertial
Longitudinal control tests....   measurement system
Short period dynamics.........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------
2.c.11........................  May use design data,
Handling qualities............   production flight
Longitudinal control tests....   test schedule, or
Gear and flap/slat operating     maintenance
 times..                         specification,
                                 together with an SOC.
------------------------------------------------------------------------
2.d.2.........................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Roll response (rate)..........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 flight deck lateral
                                 controls.
------------------------------------------------------------------------
2.d.3.........................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
(a) Roll overshoot............   and a synchronized
OR............................   video of the
(b) Roll response to flight      calibrated airplane
 deck roll controller step       instruments and the
 input..                         force/position
                                 measurements of
                                 flight deck lateral
                                 controls.
------------------------------------------------------------------------
2.d.4.........................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Spiral stability..............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments; the
                                 force/position
                                 measurements of
                                 flight deck controls;
                                 and a stop watch.
------------------------------------------------------------------------
2.d.6.a.......................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Rudder response...............   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments; the
                                 force/position
                                 measurements of
                                 rudder pedals.
------------------------------------------------------------------------
2.d.7.........................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Dutch roll, (yaw damper OFF)..   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------

[[Page 59733]]

 
2.d.8.........................  Data may be acquired
Handling qualities............   by using an inertial
Lateral directional tests.....   measurement system
Steady state sideslip.........   and a synchronized
                                 video of the
                                 calibrated airplane
                                 instruments and the
                                 force/position
                                 measurements of
                                 flight deck controls.
------------------------------------------------------------------------

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

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

Begin Information

1. Discussion

    a. The subjective tests provide a basis for evaluating the 
capability of the FTD to perform over a typical utilization period. 
The items listed in the Table of Functions and Subjective Tests are 
used to determine whether the FTD competently simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the FTD controls, instruments, and systems. The tasks 
do not limit or exceed the authorizations for use of a given level 
of FTD as described on the 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.
    c. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a specific operation (e.g., a 
Line Oriented Flight Training (LOFT) scenario) or special emphasis 
items in the sponsor's training program. Unless directly related to 
a requirement for the qualification level, the results of such an 
evaluation would not affect the qualification of the FTD.

End Information

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

     Table B3A.--Table of Functions and Subjective Tests Level 6 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
       Number                          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 flight deck (or flight deck
                       area) design and functions replicate the
                       appropriate airplane.
------------------------------------------------------------------------
2. Surface Operations (pre-takeoff)
------------------------------------------------------------------------
2.a.................  Engine start:
------------------------------------------------------------------------
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; 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.
------------------------------------------------------------------------

[[Page 59734]]

 
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.7...............  In-Flight engine shutdown (procedures only).
------------------------------------------------------------------------
4.b.8...............  In-Flight engine restart (procedures only).
------------------------------------------------------------------------
4.b.9...............  Specific flight characteristics.
------------------------------------------------------------------------
4.b.10..............  Response to loss of flight control power.
------------------------------------------------------------------------
4.b.11..............  Response to other flight control system failure
                       modes.
------------------------------------------------------------------------
4.b.12..............  Operations during icing conditions.
------------------------------------------------------------------------
4.b.13..............  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.
------------------------------------------------------------------------
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. Approaches
------------------------------------------------------------------------
5.a.                  ..................................................
5.a.1...............  With use of autopilot and autothrottle, as
                       applicable.
------------------------------------------------------------------------
5.a.2...............  Without use of autopilot and autothrottle, as
                       applicable.
------------------------------------------------------------------------
5.a.3...............  With 10 knot tail wind.
------------------------------------------------------------------------
5.a.4...............  With 10 knot crosswind.
------------------------------------------------------------------------
5.b.................  Precision Instrument Approaches:
------------------------------------------------------------------------
5.b.1...............  With use of autopilot, autothrottle, and autoland,
                       as applicable.
------------------------------------------------------------------------

[[Page 59735]]

 
5.b.2...............  Without use of autopilot, autothrottle, and
                       autoland, as applicable.
------------------------------------------------------------------------
5.b.3...............  With 10 knot tail wind.
------------------------------------------------------------------------
5.b.4...............  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.
------------------------------------------------------------------------
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).
------------------------------------------------------------------------

[[Page 59736]]

 
8.f.4...............  Ground speed control.
------------------------------------------------------------------------
8.f.5...............  Remote IOS, if installed.
------------------------------------------------------------------------
9. Sound Controls. On/off/adjustment
------------------------------------------------------------------------
10. Control Loading System (as applicable) On/off/emergency stop
------------------------------------------------------------------------
11. Observer Stations
------------------------------------------------------------------------
11.a................  Position.
------------------------------------------------------------------------
11.b................  Adjustments.
------------------------------------------------------------------------

End QPS Requirements

     Table B3B.--Table of Functions and Subjective Tests Level 5 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
       Number                          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 flight deck (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.
------------------------------------------------------------------------
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.
------------------------------------------------------------------------

[[Page 59737]]

 
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
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
       Number                          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
                       operational system. The NSPM will accomplish a
                       functions check of all installed systems,
                       switches, indicators, and equipment at all
                       crewmembers' and instructors' stations, and
                       determine that the flight deck (or flight deck
                       area) design and functions replicate the
                       appropriate airplane.
------------------------------------------------------------------------

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

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

Begin Information

Table of Contents

Title of Sample

Figure B4A Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure B4B Attachment: 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
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BILLING CODE 4910-13-C

Attachment 5 to Appendix B to Part 60--FSTD Directives Applicable to 
Airplane Flight Training Devices

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

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

Begin Information

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

Table of Contents

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

End Information

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1. Introduction

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[[Page 59751]]

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia 30354. Telephone contact numbers for the NSP are: phone, 
404-832-4700; fax, 404-761-8906. The general e-mail address for the 
NSP office is: [email protected]. The NSP Internet Web Site 
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP 
personnel list with telephone and e-mail contact information for 
each NSP staff member, a list of qualified flight simulation 
devices, advisory circulars, a description of the qualification 
process, NSP policy, and an NSP ``In-Works'' section. Also linked 
from this site are additional information sources, handbook 
bulletins, frequently asked questions, a listing and text of the 
Federal Aviation Regulations, Flight Standards Inspector's 
handbooks, and other FAA links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or 
statement required by this appendix. The electronic media used must 
have adequate security provisions and be acceptable to the NSPM. The 
NSPM recommends inquiries on system compatibility, and minimum 
system requirements are also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119
    (5) 14 CFR part 121.
    (6) 14 CFR part 125
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) AC 120-35B, Line Operational Simulations: Line-Oriented 
Flight Training, Special Purpose Operational Training, Line 
Operational Evaluation.
    (11) AC 120-57A, Surface Movement Guidance and Control System 
(SMGS).
    (12) AC 150/5300-13, Airport Design.
    (13) AC 150/5340-1G, Standards for Airport Markings.
    (14) AC 150/5340-4C, Installation Details for Runway Centerline 
Touchdown Zone Lighting Systems.
    (15) AC 150/5340-19, Taxiway Centerline Lighting System.
    (16) AC 150/5340-24, Runway and Taxiway Edge Lighting System.
    (17) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (18) AC 150/5390-2B, Heliport Design.
    (19) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (20) AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    (21) AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    (22) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (23) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (24) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (25) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.

End Information

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

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Begin Information

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

End Information

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3. Definitions (Sec.  60.3)

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Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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Begin Information

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

End Information

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5. Quality Management System (Sec.  60.5)

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Begin Information

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FFS, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the helicopter simulated 
during the 12-month period described. The identification of the 
specific FFS may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FFS at least once during the prescribed period. There is no minimum 
number of hours or minimum FFS periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FFS for its own 
use, in its own facility or elsewhere--this single FFS forms the 
basis for the sponsorship. The sponsor uses that FFS at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the helicopter simulated. This 12-month period 
is established according to the following schedule:
    (i) If the FFS was qualified prior to May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec.  60.19 after (60 days 
after date of publication of the final rule in the Federal Register) 
and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12-month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FFS use required.
    (c) The identification of the specific FFS may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FFS at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FFSs, in its 
facility or elsewhere. Each additionally sponsored FFS must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec.  
60.7(d)(1)); or
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
helicopter simulated (as described in Sec.  60.7(d)(1)). This 12-
month period is established in the same manner as in example one; or
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the helicopter, not the subject FFS or another

[[Page 59752]]

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

End Information

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

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Begin Information

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

End Information

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8. FSTD Use (Sec.  60.11)

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Begin Information

    No additional regulatory or informational material applies to 
Sec.  60.11, FSTD Use.

End Information

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9. FSTD Objective Data Requirements (Sec.  60.13)

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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 rescaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FFS at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
are those data that are used to validate the performance, handling 
qualities, or other characteristics of the aircraft, including data 
related to any relevant changes occurring after the type certificate 
was issued. The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (a) The schedule to incorporate this data into the FFS; or
    (b) The reason for not incorporating this data into the FFS.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snapshot.

End QPS Requirements

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Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person who supplied the aircraft data package for the FFS 
in order to facilitate the notification required by Sec.  60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (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.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FFS evaluation. It is for this reason that 
the NSPM recommends that any data supplier not previously 
experienced in this area review the data necessary for programming 
and for validating the performance of the FFS, and discuss the 
flight test plan anticipated for acquiring such data with the NSPM 
well in advance of commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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[[Page 59753]]

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

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Begin Information

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

End Information

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

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Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1;
    (2) Meet the objective testing requirements listed in Attachment 
2; and
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A qualification test guide (QTG), acceptable to the NSPM, 
that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the FFS as prescribed in the appropriate QPS.
    (c) The result of FFS subjective tests prescribed in the 
appropriate QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph (a)(3) of this section, must 
provide the documented proof of compliance with the simulator 
objective tests in Attachment 2, Table C2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions.
    (2) Pertinent and complete instructions for the conduct of 
automatic and manual tests.
    (3) A means of comparing the FFS test results to the objective 
data.
    (4) Any other information as necessary, to assist in the 
evaluation of the test results.
    (5) Other information appropriate to the qualification level of 
the FFS.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure C4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation schedule requirements 
page. This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure C4G, 
for a sample Continuing Qualification Evaluation Requirements page.
    (3) An FFS information page that provides the information listed 
in this paragraph (see Attachment 4, Figure C4B, for a sample FFS 
information page). For convertible FFSs, the sponsor must submit a 
separate page for each configuration of the FFS.
    (a) The sponsor's FFS identification number or code.
    (b) The helicopter model and series being simulated.
    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the 
aerodynamic coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or 
reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision 
level.
    (h) The FFS model and manufacturer.
    (i) The date of FFS manufacture.
    (j) The FFS computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. SOCs must provide references to the sources of 
information that show the capability of the FFS 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 FFS complies with the 
requirement.
    (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 QTG 
for the first helicopter model and a supplement to that QTG for each 
additional helicopter model. The NSPM will conduct evaluations for 
each helicopter model.
    g. Form and manner of presentation of objective test results in 
the QTG:
    (1) The sponsor's FFS test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FFS test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FFS results must be labeled using terminology common to 
helicopter parameters as opposed to computer software 
identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table C2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FFS test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between the FFS and the helicopter with respect to time. Time 
histories recorded via a line printer are to be clearly identified 
for cross plotting on the helicopter data. Over-plots must not 
obscure the reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must

[[Page 59754]]

repeat at least one-third of the tests at the sponsor's training 
facility in order to substantiate FFS performance. The QTG must be 
clearly annotated to indicate when and where each test was 
accomplished. Tests conducted at the manufacturer's facility and at 
the sponsor's training facility must be conducted after the FFS is 
assembled with systems and sub-systems functional and operating in 
an interactive manner. The test results must be submitted to the 
NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FFS 
location.
    j. All FFSs for which the initial qualification is conducted 
after May 30, 2014, must have an electronic MQTG (eMQTG) including 
all objective data obtained from helicopter testing, or another 
approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FFS (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FFS performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FFS performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FFSs not covered in subparagraph ``j'' must have an 
electronic copy of the MQTG by May 30, 2014. 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.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person who is 
a user of the device (e.g., a qualified pilot or instructor pilot 
with flight time experience in that aircraft) and knowledgeable 
about the operation of the aircraft and the operation of the FFS.

End QPS Requirements

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Begin Information

    m. 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.
    n. The NSPM will conduct an evaluation for each configuration, 
and each FFS must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FFS is subjected to the 
general simulator requirements in Attachment 1, 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) Flight deck configuration (see Attachment 1 of this 
appendix).
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix).
    (6) Helicopter systems and sub-systems (as appropriate) as 
compared to the helicopter simulated (see Attachment 1 and 
Attachment 3 of this appendix).
    (7) FFS systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix).
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    o. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FFS by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination and/or the 
objective and subjective tests performed during an evaluation when 
required.
    (1) Objective tests provide a basis for measuring and evaluating 
FFS performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FFS to perform over a 
typical utilization period;
    (b) Determining that the FFS satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FFS controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FFS validation and are not to be confused with design 
tolerances specified for FFS manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied), data 
presentations, and the applicable tolerances for each test.
    q. In addition to the scheduled continuing qualification 
evaluation, each FFS is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FFS for the conduct of objective and 
subjective tests and an examination of functions) if the FFS is not 
being used for flight crewmember training, testing, or checking. 
However, if the FFS were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FFS evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FFS along with the student(s) and observing the operation 
of the FFS during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the level requested but do support a lower level, the 
NSPM may qualify the FFS at that lower level. For example, if a 
Level D evaluation is requested and the FFS fails to meet sound test 
tolerances, it could be qualified at Level C.
    s. After an FFS is successfully evaluated, the NSPM issues a 
certificate of qualification (COQ) to the sponsor. The NSPM 
recommends the FFS to the TPAA, who will approve the FFS for use in 
a flight training program. The COQ will be issued at the 
satisfactory conclusion of the initial or continuing qualification 
evaluation and will list the tasks for which the FSTD is qualified, 
referencing the tasks described in Table C1B in attachment 1. 
However, it is the sponsor's responsibility to obtain TPAA approval 
prior to using the FSTD in an FAA-approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure C4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    u. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FFS Objective Tests, Table C2A.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    w. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

[[Page 59755]]

End Information

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

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

13. Previously Qualified FSTDs (Sec.  60.17)

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive.
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period.
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled.
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service.
    b. Simulators qualified prior to May 30, 2008, are not required 
to meet the general simulation requirements, the objective test 
requirements, and the subjective test requirements of attachments 1, 
2, and 3, of this appendix as long as the simulator continues to 
meet the test requirements contained in the MQTG developed under the 
original qualification basis.
    c. After (1 year after date of publication of the final rule in 
the Federal Register) each visual scene or airport model beyond the 
minimum required for the FSTD qualification level that is installed 
in and available for use in a qualified FSTD must meet the 
requirements described in Attachment 3 of this appendix.

End QPS Requirements

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

Begin Information

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

End Information

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

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

Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection must be developed by the sponsor and must 
be acceptable to the NSPM.
    b. The description of the functional preflight inspection must 
be contained in the sponsor's QMS.
    c. Record ``functional preflight'' in the FFS discrepancy log 
book or other acceptable location, including any item found to be 
missing, malfunctioning, or inoperative.
    d. During the continuing qualification evaluation conducted by 
the NSPM, the sponsor must also provide a person knowledgeable about 
the operation of the aircraft and the operation of the FFS.
    e. The NSPM will conduct continuing qualification evaluations 
every 12 months unless:
    (1) The NSPM becomes aware of discrepancies or performance 
problems with the device that warrants more frequent evaluations; or
    (2) The sponsor implements a QMS that justifies less frequent 
evaluations. However, in no case shall the frequency of a continuing 
qualification evaluation exceed 36 months.

End QPS Requirements

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

Begin Information

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

[[Page 59756]]

station, and the normal functions and simulated malfunctions of the 
simulated helicopter systems. This examination is normally 
accomplished simultaneously with the subjective evaluation 
requirements.

End Information

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15. Logging FSTD Discrepancies (Sec.  60.20)

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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17. Modifications to FSTDs (Sec.  60.23)

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

    (3) FSTD Directives are considered modifications of an FFS. See 
Attachment 4 for a sample index of effective FSTD Directives. See 
Attachment 6 for a list of all effective FSTD Directives applicable 
to Helicopter FFSs.

End Information

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

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

Begin Information

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

End Information

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

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

Begin Information

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

End Information

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

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

Begin Information

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

End Information

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21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

Begin Information

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

23. [Reserved]

24. [Reserved]

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

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

End Information

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

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

Begin QPS Requirements

1. Requirements

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

End QPS Requirements

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

Begin Information

2. Discussion

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

[[Page 59757]]

    b. The material contained in this attachment is divided into the 
following categories:
    (1) General flight deck configuration.
    (2) Simulator programming.
    (3) Equipment operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion system.
    (6) Visual system.
    (7) Sound system.
    c. Table C1A provides the standards for the General Simulator 
Requirements.
    d. Table C1B provides the tasks that the sponsor will examine to 
determine whether the FSTD satisfactorily meets the requirements for 
flight crew training, testing, and experience, and provides the 
tasks for which the simulator may be qualified.
    e. Table C1C provides the functions that an instructor/check 
airman must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the 
List of Qualified Tasks (part of the SOQ) be accomplished during the 
initial or continuing qualification evaluation.
    g. Table C1A addresses only Levels B, C, and D helicopter 
simulators because there are no Level A Helicopter simulators.

End Information 1

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

               Table C1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
                     >
                requirements>>>  ---------------------------------------
    Number    -------------------
               General Simulator    B      C      D          Notes
                  Requirements
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a..........  The simulator         X      X      X   For simulator
                must have a                             purposes, the
                flight deck that                        flight deck
                is a replica of                         consists of all
                the helicopter                          that space
                being simulated.                        forward of a
                The simulator                           cross section of
                must have                               the fuselage at
                controls,                               the most extreme
                equipment,                              aft setting of
                observable                              the pilots'
                flight deck                             seats including
                indicators,                             additional,
                circuit                                 required flight
                breakers, and                           crewmember duty
                bulkheads                               stations and
                properly                                those required
                located,                                bulkheads aft of
                functionally                            the pilot seats.
                accurate and                            For
                replicating the                         clarification,
                helicopter. The                         bulkheads
                direction of                            containing only
                movement of                             items such as
                controls and                            landing gear pin
                switches must be                        storage
                identical to                            compartments,
                that in the                             fire axes or
                helicopter.                             extinguishers,
                Pilot seats must                        spare light
                afford the                              bulbs, and
                capability for                          aircraft
                the occupant to                         documents
                be able to                              pouches are not
                achieve the                             considered
                design ``eye                            essential and
                position''                              may be omitted.
                established for
                the helicopter
                being simulated.
                Equipment for
                the operation of
                the flight deck
                windows must be
                included, but
                the actual
                windows need not
                be operable.
                Fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable
                location as near
                as practical to
                the original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required.
------------------------------------------------------------------------
1.b..........  Those circuit         X      X      X
                breakers that
                affect
                procedures and/
                or result in
                observable
                flight deck
                indications must
                be properly
                located and
                functionally
                accurate
               An SOC is
                required.
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics     X      X      X
                model that
                accounts for
                various
                combinations of
                drag and thrust
                normally
                encountered in
                flight must
                correspond to
                actual flight
                conditions,
                including the
                effect of change
                in helicopter
                attitude,
                thrust, drag,
                altitude,
                temperature,
                gross weight,
                moments of
                inertia, center
                of gravity
                location, and
                configuration.
               An SOC is
                required.
------------------------------------------------------------------------
2.b..........  The simulator         X      X      X
                must have the
                computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the
                qualification
                level sought.
               An SOC is
                required.
------------------------------------------------------------------------
2.c..........  Ground handling
                and aerodynamic
                programming must
                include the
                following:
               A subjective test
                is required.
------------------------------------------------------------------------
2.c.1........  Ground effect....     X      X      X   Applicable areas
                                                        include flare
                                                        and touch down
                                                        from a running
                                                        landing as well
                                                        as for in-ground-
                                                        effect (IGE)
                                                        hover. A
                                                        reasonable
                                                        simulation of
                                                        ground effect
                                                        includes
                                                        modeling of
                                                        lift, drag,
                                                        pitching moment,
                                                        trim, and power
                                                        while in ground
                                                        effect.
               Level B does not
                require hover
                programming.
               An SOC is
                required.
------------------------------------------------------------------------

[[Page 59758]]

 
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) 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.d..........  The simulator                X      X   This may include
                must provide for                        an automated
                manual and                              system, which
                automatic                               could be used
                testing of                              for conducting
                simulator                               at least a
                hardware and                            portion of the
                software                                QTG tests.
                programming to                          Automatic
                determine                               ``flagging'' of
                compliance with                         out-of-tolerance
                simulator                               situations is
                objective tests                         encouraged.
                as prescribed in
                Attachment 2.
               An SOC is
                required.
------------------------------------------------------------------------
2.e..........  The relative                            The intent is to
                responses of the                        verify that the
                motion system,                          simulator
                visual system,                          provides
                and flight deck                         instrument,
                instruments must                        motion, and
                be measured by                          visual cues that
                latency tests or                        are like the
                transport delay                         helicopter
                tests. Motion                           responses within
                onset should                            the stated time
                occur before the                        delays. For
                start of the                            helicopter
                visual scene                            response,
                change (the                             acceleration in
                start of the                            the appropriate
                scan of the                             corresponding
                first video                             rotational axis
                field containing                        is preferred.
                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:
------------------------------------------------------------------------
2.e.1........  Response must be      X
                within 150
                milliseconds of
                the helicopter
                response.
               Objective Tests
                are required.
               See Attachment 2
                for Transport
                Delay and
                Latency Tests.
------------------------------------------------------------------------
2.e.2........  Response must be             X      X
                within 100
                milliseconds of
                the helicopter
                response.
               Objective Tests
                are required.
               See Attachment 2
                for Transport
                Delay and
                Latency Tests.
------------------------------------------------------------------------
2.f..........  The simulator                X      X   Simulator pitch,
                must simulate                           side loading,
                brake and tire                          and directional
                failure dynamics                        control
                (including                              characteristics
                antiskid                                should be
                failure, if                             representative
                appropriate).                           of the
                                                        helicopter.
               An SOC is
                required.
------------------------------------------------------------------------
2.g..........  The aerodynamic              X      X   See Attachment 2
                modeling in the                         for further
                simulator must                          information on
                include:                                ground effect.
                  (1) Ground
                   effect,.
                  (2) Effects of
                   airframe and
                   rotor icing
                   (if
                   applicable),.
                  (3)
                   Aerodynamic
                   interference
                   effects
                   between the
                   rotor wake
                   and fuselage,.
                  (4) Influence
                   of the rotor
                   on control
                   and
                   stabilization
                   systems,.
                  (5)
                   Representatio
                   ns of
                   settling with
                   power, and.
                  (6) Retreating
                   blade stall..
               An SOC is
                required.
               A demonstration
                of icing effects
                (if applicable)
                is required.
------------------------------------------------------------------------
2.h..........  The simulator         X      X      X
                must provide for
                realistic mass
                properties,
                including gross
                weight, center
                of gravity, and
                moments of
                inertia as a
                function of
                payload and fuel
                loading.
               An SOC is
                required and
                must include a
                range of
                tabulated target
                values to enable
                a subjective
                test of the mass
                properties model
                to be conducted
                from the
                instructor's
                station.
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------

[[Page 59759]]

 
3.a..........  All relevant          X      X      X
                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.
               A subjective test
                is required.
------------------------------------------------------------------------
3.b..........  Communications,       X      X      X   See Attachment 3
                navigation,                             for further
                caution, and                            information
                warning                                 regarding long-
                equipment must                          range navigation
                be installed and                        equipment.
                operate within
                the tolerances
                applicable for
                the helicopter
                being simulated.
               A subjective test
                is required.
------------------------------------------------------------------------
3.c..........  Simulated             X      X      X
                helicopter
                systems must
                operate as the
                helicopter
                systems would
                operate under
                normal,
                abnormal, and
                emergency
                operating
                conditions on
                the ground and
                in flight.
               A subjective test
                is required.
------------------------------------------------------------------------
3.d..........  The simulator         X      X      X
                must provide
                pilot controls
                with control
                forces and
                control travel
                that correspond
                to the simulated
                helicopter. The
                simulator must
                also react in
                the same manner
                as the
                helicopter under
                the same flight
                conditions.
               An objective test
                is required.
------------------------------------------------------------------------
3.e..........  Simulator control            X      X
                feel dynamics
                must replicate
                the helicopter
                simulated. This
                must be
                determined by
                comparing a
                recording of the
                control feel
                dynamics of the
                simulator to
                helicopter
                measurements.
                For initial and
                upgrade
                evaluations, the
                control dynamic
                characteristics
                must be measured
                and recorded
                directly from
                the flight deck
                controls, and
                must be
                accomplished in
                takeoff, cruise,
                and landing
                conditions and
                configurations.
               Objective tests
                are required.
------------------------------------------------------------------------
4. Instructor/Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to        X      X      X   The NSPM will
                the flight                              consider
                crewmember                              alternatives to
                stations, the                           this standard
                simulator must                          for additional
                have at least                           seats based on
                two suitable                            unique flight
                seats for the                           deck
                instructor/check                        configurations.
                airman and FAA
                inspector. These
                seats must
                provide adequate
                vision to the
                pilot's panel
                and forward
                windows. All
                seats other than
                flight crew
                seats need not
                represent those
                found in the
                helicopter but
                must be
                adequately
                secured to the
                floor and
                equipped with
                similar positive
                restraint
                devices.
               A subjective test
                is required.
------------------------------------------------------------------------
4.b..........  The simulator         X      X      X
                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.
               A subjective test
                is required.
------------------------------------------------------------------------
4.c..........  The simulator         X      X      X
                must have
                instructor
                controls for
                environmental
                conditions
                including wind
                speed and
                direction.
               A subjective test
                is required.
------------------------------------------------------------------------
4.d..........  The simulator                X      X   For example,
                must provide the                        another aircraft
                instructor or                           crossing the
                evaluator the                           active runway
                ability to                              and converging
                present ground                          airborne
                and air hazards.                        traffic.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 59760]]

 
4.e..........  The simulator                X      X   This is a
                must provide the                        selectable
                instructor or                           condition that
                evaluator the                           is not required
                ability to                              for all
                present the                             operations on or
                effect of re-                           near the ground.
                circulating dust
                or snow
                conditions that
                develop as a
                result of rotor
                downwash.
               A subjective test
                is required.
------------------------------------------------------------------------
5. Motion System
------------------------------------------------------------------------
5.a..........  The simulator         X      X      X   For example,
                must have motion                        touchdown cues
                (force) cues                            should be a
                perceptible to                          function of the
                the pilot that                          rate of descent
                are                                     (RoD) of the
                representative                          simulated
                of the motion in                        helicopter.
                a helicopter.
------------------------------------------------------------------------
               A subjective test
                is required.
------------------------------------------------------------------------
5.b..........  The simulator         X
                must have a
                motion (force
                cueing) system
                with a minimum
                of three degrees
                of freedom (at
                least pitch,
                roll, and heave).
               An SOC is
                required.
------------------------------------------------------------------------
5.c..........  The simulator                X      X
                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).
               An SOC is
                required.
------------------------------------------------------------------------
5.d..........  The simulator         X      X      X
                must provide for
                the recording of
                the motion
                system response
                time.
               An SOC is
                required.
------------------------------------------------------------------------
5.e..........  The simulator
                must provide
                motion effects
                programming to
                include the
                following:
                  (1) Runway         X      X      X
                   rumble, oleo
                   deflections,
                   effects of
                   ground speed,
                   uneven
                   runway,
                   characteristi
                   cs.
                  (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)
                   Representativ
                   e cues
                   resulting
                   from
                   touchdown.
                  (7) Rotor
                   vibrations.
               A subjective test
                is required for
                each.
              ----------------------------------------------------------
                  (8) Tire                  X      X
                   failure
                   dynamics.
                  (9) Engine
                   malfunction
                   and engine
                   damage.
                  (10) Airframe
                   ground strike.
               A subjective test
                is required for
                each.
              ----------------------------------------------------------
                  (11) Motion                      X   For air
                   vibrations                           turbulence,
                   that result                          general purpose
                   from                                 disturbance
                   atmospheric                          models that
                   disturbances.                        approximate
                                                        demonstrable
                                                        flight test data
                                                        are acceptable.
------------------------------------------------------------------------
5.f..........  The simulator                       X   The simulator
                must provide                            should be
                characteristic                          programmed and
                motion                                  instrumented in
                vibrations that                         such a manner
                result from                             that the
                operation of the                        characteristic
                helicopter (for                         buffet modes can
                example,                                be measured and
                retreating blade                        compared to
                stall, extended                         helicopter data.
                landing gear,
                settling with
                power) in so far
                as vibration
                marks an event
                or helicopter
                state, which can
                be sensed in the
                flight deck.
               A subjective test
                is required.
               An objective test
                is required.
------------------------------------------------------------------------
6............  Visual System....                       Additional
                                                        horizontal field
                                                        of view
                                                        capability may
                                                        be added at the
                                                        sponsor's
                                                        discretion
                                                        provided the
                                                        minimum field of
                                                        view is
                                                        retained.
------------------------------------------------------------------------
6.a..........  The simulator         X      X      X   .................
                must have a
                visual system
                providing an out-
                of-the-flight
                deck view.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 59761]]

 
6.b..........  The simulator         X
                must provide a
                continuous field
                of view of at
                least 75[deg]
                horizontally and
                30[deg]
                vertically per
                pilot seat. Both
                pilot seat
                visual systems
                must be operable
                simultaneously.
                The minimum
                horizontal field
                of view coverage
                must be plus and
                minus one-half
                (\1/2\) of the
                minimum
                continuous field
                of view
                requirement,
                centered on the
                zero degree
                azimuth line
                relative to the
                aircraft
                fuselage. An SOC
                must explain the
                geometry of the
                installation.
               An SOC is
                required.
------------------------------------------------------------------------
6.c..........  The simulator                X          Optimization of
                must provide a                          the vertical
                continuous                              field of view
                visual field of                         may be
                view of at least                        considered with
                146[deg]                                respect to the
                horizontally and                        specific
                36[deg]                                 helicopter
                vertically per                          flight deck cut-
                pilot seat. Both                        off angle. The
                pilot seat                              sponsor may
                visual systems                          request the NSPM
                must be operable                        to evaluate the
                simultaneously.                         FFS for specific
                Horizontal field                        authorization(s)
                of view is                              for the
                centered on the                         following:
                zero degree                            (1) Specific
                azimuth line                            areas within the
                relative to the                         database needing
                aircraft                                higher
                fuselage. The                           resolution to
                minimum                                 support
                horizontal field                        landings, take-
                of view coverage                        offs and ground
                must be plus and                        cushion
                minus one-half                          exercises and
                (\1/2\) of the                          training away
                minimum                                 from a heliport,
                continuous field                        including
                of view                                 elevated
                requirement,                            heliport,
                centered on the                         helidecks and
                zero degree                             confined areas.
                azimuth line                           (2) For cross-
                relative to the                         country flights,
                aircraft                                sufficient scene
                fuselage. An SOC                        details to allow
                must explain the                        for ground to
                geometry of the                         map navigation
                installation.                           over a sector
                Capability for a                        length equal to
                field of view in                        30 minutes at an
                excess of the                           average cruise
                minimum is not                          speed.
                required for                           (3) For offshore
                qualification at                        airborne radar
                Level C.                                approaches
                However, where                          (ARA),
                specific tasks                          harmonized
                require extended                        visual/radar
                fields of view                          representations
                beyond the                              of
                146[deg] by                             installations.
                36[deg] (e.g.,
                to accommodate
                the use of
                ``chin windows''
                where the
                accommodation is
                either integral
                with or separate
                from the primary
                visual system
                display), then
                the extended
                fields of view
                must be
                provided. When
                considering the
                installation and
                use of augmented
                fields of view,
                the sponsor must
                meet with the
                NSPM to
                determine the
                training,
                testing,
                checking, and
                experience tasks
                for which the
                augmented field
                of view
                capability may
                be required.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
6.d..........  The simulator                       X   Optimization of
                must provide a                          the vertical
                continuous                              field of view
                visual field of                         may be
                view of at least                        considered with
                176[deg]                                respect to the
                horizontally and                        specific
                56[deg]                                 airplane flight
                vertically per                          deck cut-off
                pilot seat. Both                        angle. The
                pilot seat                              sponsor may
                visual systems                          request the NSPM
                must be operable                        to evaluate the
                simultaneously.                         FFS for specific
                Horizontal field                        authorization(s)
                of view is                              for the
                centered on the                         following:
                zero degree                            (1) Specific
                azimuth line                            areas within the
                relative to the                         database needing
                aircraft                                higher
                fuselage. The                           resolution to
                minimum                                 support
                horizontal field                        landings, take-
                of view coverage                        offs and ground
                must be plus and                        cushion
                minus one-half                          exercises and
                (\1/2\) of the                          training away
                minimum                                 from a heliport,
                continuous field                        including
                of view                                 elevated
                requirement,                            heliport,
                centered on the                         helidecks and
                zero degree                             confined areas.
                azimuth line                           (2) For cross-
                relative to the                         country flights,
                aircraft                                sufficient scene
                fuselage. An SOC                        details to allow
                must explain the                        for ground to
                geometry of the                         map navigation
                installation.                           over a sector
                Capability for a                        length equal to
                field of view in                        30 minutes at an
                excess of the                           average cruise
                minimum is not                          speed.
                required for                           (3) For offshore
                qualification at                        airborne radar
                the Zero Flight                         approaches
                Time (ZFT)                              (ARA),
                level. However,                         harmonized
                where specific                          visual/radar
                tasks require                           representations
                extended fields                         of
                of view beyond                          installations.
                the 176[deg] by
                56[deg] (e.g.,
                to accommodate
                the use of
                ``chin windows''
                where the
                accommodation is
                either integral
                with or separate
                from the primary
                visual system
                display), then
                the extended
                fields of view
                must be
                provided. When
                considering the
                installation and
                use of augmented
                fields of view,
                the sponsor must
                meet with the
                NSPM to
                determine the
                training,
                testing,
                checking, and
                experience tasks
                for which the
                augmented field
                of view
                capability may
                be required.
               An SOC is
                required.
               An objective test
                is required.
------------------------------------------------------------------------
6.e..........  The visual system     X      X      X   Non-realistic
                must be free                            cues might
                from optical                            include image
                discontinuities                         ``swimming'' and
                and artifacts                           image ``roll-
                that create non-                        off,'' that may
                realistic cues.                         lead a pilot to
                                                        make incorrect
                                                        assessments of
                                                        speed,
                                                        acceleration and/
                                                        or situational
                                                        awareness.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 59762]]

 
6.f..........  The simulator         X      X      X
                must have
                operational
                landing lights
                for night
                scenes. Where
                used, dusk (or
                twilight) scenes
                require
                operational
                landing lights.
               A subjective test
                is required.
------------------------------------------------------------------------
6.g..........  The simulator         X      X      X
                must have
                instructor
                controls for the
                following:
                  (1) Visibility
                   in statute
                   miles
                   (kilometers)
                   and runway
                   visual range
                   (RVR) in ft.
                   (meters)..
                  (2) Airport or
                   landing area
                   selection..
                  (3) Airport or
                   landing area
                   lighting..
               A subjective test
                is required.
------------------------------------------------------------------------
6.h..........  Each airport          X      X      X
                scene displayed
                must include the
                following:
                  (1) Airport
                   runways and
                   taxiways..
                  (2) Runway
                   definition:.
                  (a) Runway
                   surface and
                   markings..
                  (b) Lighting
                   for the
                   runway in
                   use,
                   including
                   runway
                   threshold,
                   edge,
                   centerline,
                   touchdown
                   zone, VASI
                   (or PAPI),
                   and approach
                   lighting of
                   appropriate
                   colors, as
                   appropriate..
                  (c) Taxiway
                   lights..
               A subjective test
                is required.
------------------------------------------------------------------------
6.i..........  The distances at      X      X      X
                which runway
                features are
                visible, as
                measured from
                runway threshold
                to a helicopter
                aligned with the
                runway on an
                extended 3[deg]
                glide slope must
                not be less than
                listed below:
                  (1) Runway
                   definition,
                   strobe
                   lights,
                   approach
                   lights,
                   runway edge
                   white lights
                   and VASI or
                   PAPI system
                   lights from 5
                   statute miles
                   (8 km) of the
                   runway
                   threshold..
                  (2) Runway
                   centerline
                   lights and
                   taxiway
                   definition
                   from 3
                   statute miles
                   (4.8 km)..
                  (3) Threshold
                   lights and
                   touchdown
                   zone lights
                   from 2
                   statute miles
                   (3.2 km)..
                  (4) Runway
                   markings
                   within range
                   of landing
                   lights for
                   night scenes
                   and as
                   required by
                   three (3) arc-
                   minutes
                   resolution on
                   day scenes..
               A subjective test
                is required.
------------------------------------------------------------------------
6.j..........  The simulator         X      X      X
                must provide
                visual system
                compatibility
                with dynamic
                response
                programming.
               A subjective test
                is required.
------------------------------------------------------------------------
6.k..........  The simulator         X      X      X   This will show
                must show that                          the modeling
                the segment of                          accuracy of the
                the ground                              scene with
                visible from the                        respect to a pre-
                simulator flight                        determined
                deck is the same                        position from
                as from the                             the end of the
                helicopter                              runway ``in
                flight deck                             use.''
                (within
                established
                tolerances) when
                at the correct
                airspeed and
                altitude, at a
                main wheel
                height of 100
                feet (30 meters)
                above the
                touchdown zone.
               An SOC is
                required.
               An objective test
                is required.
------------------------------------------------------------------------
6.l..........  The simulator         X
                must provide
                visual cues
                necessary to
                assess rate of
                change of
                height, height
                AGL, and
                translational
                displacement and
                rates during
                takeoffs and
                landings.
               A subjective test
                is required.
------------------------------------------------------------------------
6.m..........  The simulator                X      X   Examples of
                must have night                         general terrain
                and dusk (or                            characteristics
                twilight) visual                        are fields,
                scene                                   roads, and
                capability,                             bodies of water.
                including
                general terrain
                characteristics
                and significant
                landmarks, free
                from apparent
                quantization.
                The dusk (or
                twilight) scene
                must enable
                identification
                of a visible
                horizon and
                general terrain
                characteristics.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 59763]]

 
6.n..........  The simulator                X      X
                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.
               A subjective test
                is required.
------------------------------------------------------------------------
6.o..........  The simulator         X      X      X   Visual attitude
                must provide for                        vs. simulator
                accurate                                attitude is a
                portrayal of the                        comparison of
                visual                                  pitch and roll
                environment                             of the horizon
                relating to the                         as displayed in
                simulator                               the visual scene
                attitude.                               compared to the
                                                        display on the
                                                        attitude
                                                        indicator.
               A subjective test
                is required.
------------------------------------------------------------------------
6.p..........  The simulator                X      X
                must provide for
                quick
                confirmation of
                visual system
                color, RVR,
                focus, and
                intensity.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
6.q..........  The simulator                X      X
                must be capable
                of producing at
                least 10 levels
                of occulting.
               A subjective test
                is required.
------------------------------------------------------------------------
6.r..........  Night Visual          X      X      X
                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.
------------------------------------------------------------------------
6.s..........  Dusk (Twilight)              X      X
                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.
               An SOC is
                required.
------------------------------------------------------------------------

[[Page 59764]]

 
6.t..........  Daylight Visual                     X
                Scenes. The
                simulator must
                have daylight
                visual scenes
                with sufficient
                scene content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                No ambient
                lighting may
                ``washout'' the
                displayed visual
                scene. Total
                scene content
                must be
                comparable in
                detail to that
                produced by
                10,000 visible
                textured
                surfaces and
                6,000 visible
                lights with
                sufficient
                system capacity
                to display 16
                simultaneously
                moving objects.
                The visual
                display must be
                free of apparent
                quantization and
                other
                distracting
                visual effects
                while the
                simulator is in
                motion.
               Note: These
                requirements are
                applicable to
                any level of
                simulator
                equipped with a
                daylight visual
                system.
               An SOC is
                required.
------------------------------------------------------------------------
               A subjective test
                is required.
               Objective tests
                are required.
------------------------------------------------------------------------
6.w..........  The simulator                       X   For example:
                must provide                            short runways,
                operational                             landing
                visual scenes                           approaches over
                that portray                            water, uphill or
                physical                                downhill
                relationships                           runways, rising
                known to cause                          terrain on the
                landing                                 approach path,
                illusions to                            unique
                pilots.                                 topographic
                                                        features.
               A subjective test
                is required.
------------------------------------------------------------------------
6.x..........  The simulator                       X
                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.
               A subjective test
                is required.
------------------------------------------------------------------------
6.y..........  The simulator                       X   The NSPM will
                must present                            consider
                visual scenes of                        suitable
                wet and snow-                           alternative
                covered runways,                        effects.
                including runway
                lighting
                reflections for
                wet conditions,
                and partially
                obscured lights
                for snow
                conditions.
               A subjective test
                is required.
------------------------------------------------------------------------
6.z..........  The simulator                       X
                must present
                realistic color
                and
                directionality
                of all airport
                lighting.
               A subjective test
                is required.
------------------------------------------------------------------------
7.a..........  The simulator         X      X      X
                must provide
                flight deck
                sounds that
                result from
                pilot actions
                that correspond
                to those that
                occur in the
                helicopter.
------------------------------------------------------------------------
7.b..........  Volume control,       X      X      X
                if installed,
                must have an
                indication of
                the sound level
                setting.
------------------------------------------------------------------------
7.c..........  The simulator                X      X
                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.
               An SOC is
                required.
               A subjective test
                is required.
------------------------------------------------------------------------
7.d..........  The simulator                       X
                must provide
                realistic
                amplitude and
                frequency of
                flight deck
                noises and
                sounds.
                Simulator
                performance must
                be recorded,
                compared to
                amplitude and
                frequency of the
                same sounds
                recorded in the
                helicopter, and
                made a part of
                the QTG.
               An objective test
                is required.
------------------------------------------------------------------------

[[Page 59765]]

                                 Table C1B.--Table of Tasks vs. Simulator Level
----------------------------------------------------------------------------------------------------------------
                            >>      Simulator levels                Information
                        ----------------------------------------------------------------------------------------
                         Subjective Requirements The
         Number           simulator must be able to
                              perform the tasks         B      C      D                    Notes
                          associated with that level
                              of qualification.
----------------------------------------------------------------------------------------------------------------
1. Preflight Procedures
----------------------------------------------------------------------------------------------------------------
1.a....................  Preflight Inspection            X      X      X
                          (Flight deck only)
                          switches, indicators,
                          systems, and equipment.
----------------------------------------------------------------------------------------------------------------
1.b....................  APU/Engine start and run-up.
----------------------------------------------------------------------------------------------------------------
1.b.1..................  Normal start procedures....     X      X      X
----------------------------------------------------------------------------------------------------------------
1.b.2..................  Alternate start procedures.     X      X      X
----------------------------------------------------------------------------------------------------------------
1.b.3..................  Abnormal starts and             X      X      X
                          shutdowns (hot start, hung
                          start).
----------------------------------------------------------------------------------------------------------------
1.c....................  Taxiing--Ground............     X      X      X
----------------------------------------------------------------------------------------------------------------
1.d....................  Taxiing--Hover.............     X      X      X
----------------------------------------------------------------------------------------------------------------
1.e....................  Pre-takeoff Checks.........     X      X      X
----------------------------------------------------------------------------------------------------------------
2. Takeoff and Departure Phase
----------------------------------------------------------------------------------------------------------------
2.a....................  Normal takeoff
----------------------------------------------------------------------------------------------------------------
2.a.1..................  From ground................     X      X      X
----------------------------------------------------------------------------------------------------------------
2.a.2..................  From hover.................     X      X      X
----------------------------------------------------------------------------------------------------------------
2.a.3..................  Running....................     X      X      X
----------------------------------------------------------------------------------------------------------------
2.b....................  Instrument.................     X      X      X
----------------------------------------------------------------------------------------------------------------
2.c....................  Powerplant Failure During       X      X      X
                          Takeoff.
----------------------------------------------------------------------------------------------------------------
2.d....................  Rejected Takeoff...........     X      X      X
----------------------------------------------------------------------------------------------------------------
2.e....................  Instrument Departure.......     X      X      X
----------------------------------------------------------------------------------------------------------------
3. Climb
----------------------------------------------------------------------------------------------------------------
3.a....................  Normal.....................     X      X      X
----------------------------------------------------------------------------------------------------------------
3.b....................  Obstacle clearance.........     X      X      X
----------------------------------------------------------------------------------------------------------------
3.c....................  Vertical...................     X      X      X
----------------------------------------------------------------------------------------------------------------
3.d....................  One engine inoperative.....     X      X      X
----------------------------------------------------------------------------------------------------------------
4. In-flight Maneuvers
----------------------------------------------------------------------------------------------------------------
4.a....................  Turns (timed, normal,           X      X      X
                          steep).
----------------------------------------------------------------------------------------------------------------
4.b....................  Powerplant Failure--            X      X      X
                          Multiengine Helicopters.
----------------------------------------------------------------------------------------------------------------
4.c....................  Powerplant Failure--Single-     X      X      X
                          Engine Helicopters.
----------------------------------------------------------------------------------------------------------------
4.d....................  Recovery From Unusual           X      X      X
                          Attitudes.
----------------------------------------------------------------------------------------------------------------
4.e....................  Settling with Power........     X      X      X
----------------------------------------------------------------------------------------------------------------
4.f....................  Specific Flight                 A      A      A
                          Characteristics
                          incorporated into the
                          user's FAA approved flight
                          training program.
----------------------------------------------------------------------------------------------------------------
5. Instrument Procedures
----------------------------------------------------------------------------------------------------------------
5.a....................  Instrument Arrival.........     X      X      X
----------------------------------------------------------------------------------------------------------------
5.b....................  Holding....................     X      X      X
----------------------------------------------------------------------------------------------------------------
5.c....................  Precision Instrument Approach
----------------------------------------------------------------------------------------------------------------
5.c.1..................  Normal--All engines             X      X      X
                          operating.
----------------------------------------------------------------------------------------------------------------

[[Page 59766]]

 
5.c.2..................  Manually controlled--One or     X      X      X
                          more engines inoperative.
----------------------------------------------------------------------------------------------------------------
5.d....................  Non-precision Instrument        X      X      X
                          Approach.
----------------------------------------------------------------------------------------------------------------
5.e....................  Missed Approach
----------------------------------------------------------------------------------------------------------------
5.e.1..................  All engines operating......     X      X      X
----------------------------------------------------------------------------------------------------------------
5.e.2..................  One or more engines             X      X      X
                          inoperative.
----------------------------------------------------------------------------------------------------------------
5.e.3..................  Stability augmentation          X      X      X
                          system failure.
----------------------------------------------------------------------------------------------------------------
6. Landings and Approaches to Landings
----------------------------------------------------------------------------------------------------------------
6.a....................  Visual Approaches (normal,      X      X      X
                          steep, shallow).
----------------------------------------------------------------------------------------------------------------
6.b....................  Landings
----------------------------------------------------------------------------------------------------------------
6.b.1..................  Normal/crosswind
----------------------------------------------------------------------------------------------------------------
6.b.1.a................  Running....................     X      X      X
----------------------------------------------------------------------------------------------------------------
6.b.1.b................  From Hover.................     X      X      X
----------------------------------------------------------------------------------------------------------------
6.b.2..................  One or more engines             X      X      X
                          inoperative.
----------------------------------------------------------------------------------------------------------------
6.b.3..................  Rejected Landing...........     X      X      X
----------------------------------------------------------------------------------------------------------------
7. Normal and Abnormal Procedures
----------------------------------------------------------------------------------------------------------------
7.a....................  Powerplant.................     X      X      X
----------------------------------------------------------------------------------------------------------------
7.b....................  Fuel System................     X      X      X
----------------------------------------------------------------------------------------------------------------
7.c....................  Electrical System..........     X      X      X
----------------------------------------------------------------------------------------------------------------
7.d....................  Hydraulic System...........     X      X      X
----------------------------------------------------------------------------------------------------------------
7.e....................  Environmental System(s)....     X      X      X
----------------------------------------------------------------------------------------------------------------
7.f....................  Fire Detection and              X      X      X
                          Extinguisher Systems.
----------------------------------------------------------------------------------------------------------------
7.g....................  Navigation and Aviation         X      X      X
                          Systems.
----------------------------------------------------------------------------------------------------------------
7.h....................  Automatic Flight Control        X      X      X
                          System, Electronic Flight
                          Instrument System, and
                          Related Subsystems.
----------------------------------------------------------------------------------------------------------------
7.i....................  Flight Control Systems.....     X      X      X
----------------------------------------------------------------------------------------------------------------
7.j....................  Anti-ice and Deice Systems.     X      X      X
----------------------------------------------------------------------------------------------------------------
7.k....................  Aircraft and Personal           X      X      X
                          Emergency Equipment.
----------------------------------------------------------------------------------------------------------------
7.l....................  Special Missions tasks          A      A      X
                          (e.g., Night Vision
                          goggles, Forward Looking
                          Infrared System, External
                          Loads and as may be listed
                          on the Statement of
                          Qualification.).
----------------------------------------------------------------------------------------------------------------
8. Emergency Procedures (as applicable)
----------------------------------------------------------------------------------------------------------------
8.a....................  Emergency Descent..........     X      X      X
----------------------------------------------------------------------------------------------------------------
8.b....................  Inflight Fire and Smoke         X      X      X
                          Removal.
----------------------------------------------------------------------------------------------------------------
8.c....................  Emergency Evacuation.......     X      X      X
----------------------------------------------------------------------------------------------------------------
8.d....................  Ditching...................     X      X      X
----------------------------------------------------------------------------------------------------------------
8.e....................  Autorotative Landing.......     X      X      X
----------------------------------------------------------------------------------------------------------------
8.f....................  Retreating blade stall          X      X      X
                          recovery.
----------------------------------------------------------------------------------------------------------------

[[Page 59767]]

 
8.g....................  Mast bumping...............     X      X      X
----------------------------------------------------------------------------------------------------------------
8.h....................  Loss of tail rotor              X      X      X
                          effectiveness.
----------------------------------------------------------------------------------------------------------------
9. Postflight Procedures
----------------------------------------------------------------------------------------------------------------
9.a....................  After-Landing Procedures...     X      X      X
----------------------------------------------------------------------------------------------------------------
9.b....................  Parking and Securing
----------------------------------------------------------------------------------------------------------------
9.b.1..................  Rotor brake operation......     X      X      X
----------------------------------------------------------------------------------------------------------------
9.b.2..................  Abnormal/emergency              X      X      X
                          procedures.
----------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate
  aircraft system or control is simulated in the FSTD and is working properly.

             Table C1C.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                >>
------------------------------------------------------
                   Subjective       Simulator levels
               requirements  The ---------------------
               simulator must be                          Information
                able to perform                              notes
    Number         the tasks
                associated with     B      C      D
                 that level of
                 qualification
------------------------------------------------------------------------
1............  Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
1.a..........  Power switch(es).     X      X      X
------------------------------------------------------------------------
1.b..........  Helicopter            X      X      X   e.g., GW, CG,
                conditions.                             Fuel loading,
                                                        Systems, Ground
                                                        Crew.
------------------------------------------------------------------------
1.c..........  Airports/             X      X      X   e.g., Selection,
                Heliports/                              Surface,
                Helicopter                              Presets,
                Landing Areas.                          Lighting
                                                        controls.
------------------------------------------------------------------------
1.d..........  Environmental         X      X      X   e.g., Clouds,
                controls.                               Visibility, RVR,
                                                        Temp, Wind, Ice,
                                                        Snow, Rain, and
                                                        Windshear.
------------------------------------------------------------------------
1.e..........  Helicopter system     X      X      X
                malfunctions
                (Insertion/
                deletion).
------------------------------------------------------------------------
1.f..........  Locks, Freezes,       X      X      X
                and
                Repositioning.
------------------------------------------------------------------------
2............  Sound Control
------------------------------------------------------------------------
2.a..........  On/off/adjustment     X      X      X
------------------------------------------------------------------------
3............  Motion/Control Loading System
------------------------------------------------------------------------
3.a..........  On/off/emergency      X      X      X
                stop.
------------------------------------------------------------------------
4............  Observer Seats/Stations
------------------------------------------------------------------------
4.a..........  Position/             X      X      X   .................
                Adjustment/
                Positive
                restraint system.
------------------------------------------------------------------------

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

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

Begin Information

                            Table of Contents
------------------------------------------------------------------------
        Paragraph No.                            Title
------------------------------------------------------------------------
1...........................  Introduction.
------------------------------------------------------------------------
2...........................  Test Requirements.
------------------------------------------------------------------------
                              Table C2A, Objective Test.
------------------------------------------------------------------------

[[Page 59768]]

 
3...........................  General.
------------------------------------------------------------------------
4...........................  Control Dynamics.
------------------------------------------------------------------------
5...........................  [Reserved].
------------------------------------------------------------------------
6...........................  Motion System.
------------------------------------------------------------------------
7...........................  Sound System.
------------------------------------------------------------------------
8...........................  Additional Information About Flight
                               Simulator Qualification for New or
                               Derivative Helicopter.
------------------------------------------------------------------------
9...........................  Engineering Simulator--Validation Data.
------------------------------------------------------------------------
10..........................  [Reserved].
------------------------------------------------------------------------
11..........................  Validation Test Tolerances.
------------------------------------------------------------------------
12..........................  Validation Data Roadmap.
------------------------------------------------------------------------
13..........................  Acceptance Guidelines for Alternative
                               Engines Data.
------------------------------------------------------------------------
14..........................  Acceptance Guidelines for Alternative
                               Avionics (Flights-Related Computers and
                               Controllers).
------------------------------------------------------------------------
15..........................  Transport Delay Testing.
------------------------------------------------------------------------
16..........................  Continuing Qualification Evaluations--
                               Validation Test Data Presentation.
------------------------------------------------------------------------
17..........................  Alternative Data Sources, Procedures, and
                               Instrumentation: Level A and Level B
                               Simulators Only.
------------------------------------------------------------------------

1. Introduction

    a. If relevant winds are present in the objective data, the wind 
vector (magnitude and direction) should be clearly noted as part of 
the data presentation, expressed in conventional terminology, and 
related to the runway being used for the test.
    b. The NSPM will not evaluate any simulator unless the required 
SOC indicates that the motion system is designed and manufactured to 
safely operate within the simulator's maximum excursion, 
acceleration, and velocity capabilities (see Motion System in the 
following table).
    c. Table C2A addresses helicopter simulators at Levels B, C, and 
D because there are no Level A Helicopter simulators.

End Information

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

Begin QPS Requirements

2. Test Requirements

    A. The ground and flight tests required for qualification are 
listed in Table C2A. FFS Objective Tests. Computer generated 
simulator tests 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 be 
qualification level sought, it may be disregarded (e.g., an engine 
out missed approached for a single-engine helicopter, or a hover 
test for a Level B simulator) Each test result if compared against 
the validation data described in Sec.  6013 and in this appendix. 
Although use of a driver program designed to automatically 
accomplish the test 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 request must be produced on an appropriate recording device 
accepted to the NSPM and must include simulator number, data, time, 
condition, tolerances, and appropriate dependent variables portrayed 
in comparison to the validation data. Time histories are required 
unless otherwise indicated in Table C2A. All results must be labeled 
using the tolerances and units given.
    b. Table C2A sets out the test results required, including the 
parameters, tolerances, and flight conditions for simulator 
validation. Tolerances are provided for the listed tests because 
mathematical modeling and acquisition/development of reference data 
are often inexact. All tolerances listed in the following tables are 
applied to simulator performance. When two tolerance values are 
given for a parameter, the less restrictive value may be used unless 
otherwise indicated.
    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 may not be limited to a single parameter. 
For example, data that exhibit rapid variations of the measured 
parameters may require interpolations or a ``best fit'' data 
selection. All relevant parameters related to a given maneuver or 
flight condition must be provided to allow overall interpretation. 
When it is difficult or impossible to match simulator to helicopter 
data throughout a time history, differences must be justified by 
providing a comparison of other related variables for the condition 
being assessed.
    e. The FFS may not be programmed so that the mathematical 
modeling is correct only at the validation test points. Unless noted 
otherwise, simulator tests must represent helicopter performance and 
handling qualities at operating weights and centers of gravity (CG) 
typical of normal operation. If a test is supported by helicopter 
data at one extreme weight or CG, another test supported by 
helicopter data at mid-conditions or as close as possible to the 
other extreme must be included. Certain tests that are relevant only 
at one extreme CG or weight condition need not be repeated at the 
other extreme. Tests of handling qualities must include validation 
of augmentation devices.
    f. When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example, to show that control force is within 0.5 pound 
(0.22 daN) in a static stability test, data to show the correct 
airspeed, power, thrust or torque, helicopter configuration, 
altitude, and other appropriate datum identification parameters must 
also be given. If comparing short period dynamics, normal 
acceleration may be used to establish a match to the helicopter, but 
airspeed, altitude, control input, helicopter configuration, and 
other appropriate data must also be given. All airspeed values must 
be properly annotated (e.g., indicated versus calibrated). In 
addition, the same variables

[[Page 59769]]

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.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snap shot.
    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, identifiable 
reference points and must 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 effect 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 flight deck (e.g., ``helicopter 
modular controller''). These exceptions are noted in Table C2A of 
this attachment. However, in these cases, the sponsor must provide a 
statement that the helicopter hardware meets the appropriate 
manufacturer's specifications and the sponsor must have supporting 
information to that fact available for NSPM review.
    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 within 10 percent of the average of the numerical 
values of the BOW and the maximum certificated gross weight. (Note: 
BOW is the empty weight of the aircraft plus the weight of the 
following: normal oil quantity; lavatory servicing fluid; potable 
water; required crewmembers and their baggage; and emergency 
equipment. (References: Advisory Circular 120-27, ``Aircraft Weight 
and Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance 
Handbook.'').

End QPS Requirements

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

                                                 Table C2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                      >>                                                          >
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Test                                                                                          Simulator level
----------------------------------------      Tolerance(s)         Flight condition         Test details     ---------------------         Notes
     Number               Title                                                                                 B      C      D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.............  Engine Assessment
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1...........  Start Operations
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.a.........  Engine start and       Light Off Time--10% or 1 sec.,          Used, if applicable.   initiation of the
                                          Torque--5%, Rotor                               steady state idle
                                          Speed--3%, Fuel Flow--                         state idle to
                                          10%, Gas                          operating RPM.
                                          Generator Speed--
                                          5%,
                                          Power Turbine Speed--
                                          5%, Gas
                                          Turbine Temp.--30[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.b.........  Steady State Idle and  Torque--3%, Rotor                               state idle and
                   conditions.            Speed--1.5%, Fuel                              conditions. May be a
                                          Flow--5%, Gas                                 tests.
                                          Generator Speed--
                                          2%,
                                          Power Turbine Speed--
                                          2%,
                                          Turbine Gas Temp.--
                                          20[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2...........  Power Turbine Speed    10% of     Ground...............  Record engine             X      X      X
                   Trim.                  total change of                               response to trim
                                          power turbine speed,                          system actuation in
                                          or 0.5%                           both directions.
                                          change of rotor
                                          speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.3...........  Engine and Rotor       Torque--5%, Rotor                               a step input to the
                                          Speed--1.5%.                                  collective. May be
                                                                                        conducted
                                                                                        concurrently with
                                                                                        climb and descent
                                                                                        performance tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.............  Surface Operations
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59770]]

 
1.b.1...........  Minimum Radius Turn..  3 ft.      Ground...............  If brakes are used,       X      X      X
                                          (0.9m) or 20% of                              brake pedal position
                                          helicopter turn                               and brake system
                                          radius.                                       pressure must be
                                                                                        matched to the
                                                                                        helicopter flight
                                                                                        test value.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2...........  Rate of Turn vs.       10% or     Ground Takeoff.......  If brakes are used,       X      X      X
                   Pedal Deflection,      2[deg]/                           brake pedal position
                   Brake Application,     sec. Turn Rate.                               and brake system
                   or Nosewheel Angle,                                                  pressure must be
                   as applicable.                                                       matched to the
                                                                                        helicopter flight
                                                                                        test value.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.3...........  Taxi.................  Pitch Angle--1.5[deg],                               control position and
                                          Torque--3%,                                     during ground taxi
                                          Longitudinal Control                          for a specific
                                          Position--5%, Lateral                             speed and direction,
                                          Control Position--                            and density altitude.
                                          5%,
                                          Directional Control
                                          Position 5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.4...........  Brake Effectiveness..  10% of     Ground...............                            X      X      X
                                          time and distance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.............  Takeoff
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1...........  All Engines..........  Airspeed--Takeoff and     Record results of         X      X      X
                                          minus>3 kt,            Initial Segment of     takeoff flight path
                                          Altitude--20 ft (6.1m),                           helicopter model
                                          Torque--3%, Rotor                               takeoff for Level B,
                                          Speed--1.5%, Vertical                          for Level C and D).
                                          Velocity--100 fpm (0.50m/                         criteria apply only
                                          sec) or 10%, Pitch                            to those segments at
                                          Attitude--1.5[deg], Bank                          effective
                                          Attitude--2[deg],                                 Results must be
                                          Heading--2[deg],                                 initiation of the
                                          Longitudinal Control                          takeoff to at least
                                          Position--10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%..
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2...........  One Engine             Airspeed--Takeoff; and    Record takeoff flight     X      X      X
                   Inoperative            minus>3 kt,            Initial Segment of     path as appropriate
                   continued takeoff.     Altitude--20 ft (6.1m),                           simulated. Results
                                          Torque--3%, Rotor                               from the initiation
                                          Speed--1.5%,Vertical                           least 200 ft (61m)
                                          Velocity--100 fpm (0.50m/
                                          sec) or 10%, Pitch
                                          Attitude--1.5[deg], Bank
                                          Attitude--2[deg],
                                          Heading--2[deg],
                                          Longitudinal Control
                                          Position-- 10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3...........  One Engine             Airspeed   Ground, Takeoff......  Time history from the            X      X
                   inoperative,           3 kt; Altitude  20 ft (6.1m),                          touchdown. Test
                                          Torque                            conditions near
                                          3%, Rotor Speed                               limiting performance.
                                           1.5%,
                                          Pitch Attitude  1.5[deg],
                                          Roll angle  1.5[deg],
                                          Heading 
                                          2[deg], Longitudinal
                                          Control Position
                                           10%,
                                          Lateral Control
                                          Position  10%,
                                          Directional Control
                                          Position  10%,
                                          Collective Control
                                          Position  10%,
                                          Distance:  7.5% or  30m (100ft).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.............  Hover
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59771]]

 
                  Performance..........  Torque--3%, Pitch        (IGE); and Out of      light and heavy
                                          Attitude--1.5[deg], Bank                          be a series of
                                          Attitude--1.5[deg],
                                          Longitudinal Control
                                          Position--5%, Lateral
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.............  Vertical Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Performance..........  Vertical Velocity--    From OGE Hover.......  Record results for               X      X
                                          100 fpm                           light and heavy
                                          (0.50 m/sec) or                               gross weights. May
                                          10%,                              be a series of
                                          Directional Control                           snapshot tests.
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.............  Level Flight
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Performance and        Torque--3%, Pitch        On and Off).           two gross weight and                        performance at
                   Control Positions.     Attitude--1.5[deg],                               varying trim speeds                         endurance airspeed.
                                          Sideslip Angle--                              throughout the
                                          2[deg],                           airspeed envelope.
                                          Longitudinal Control                          May be a series of
                                          Position--5%, Lateral
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.g.............  Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Performance and        Vertical Velocity--    All engines            Record results for        X      X      X
                   Trimmed Flight         100 fpm    operating; One         two gross weight and
                   Control Positions.     (6.1m/sec) or 10%, Pitch       Augmentation           data presented must
                                          Attitude--1.5[deg],                               power conditions.
                                          Sideslip Angle--                              May be a series of
                                          2[deg],                           snapshot tests.
                                          Longitudinal Control
                                          Position--5%, Lateral
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.............  Descent
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.1...........  Descent Performance    Torque--3%, Pitch        (5 m/sec) rate of      recorded for two
                   Control Positions.     Attitude--1.5[deg],        normal approach        combinations. May be
                                          Sideslip Angle--       speed. Augmentation    a series of snapshot
                                          2[deg],    System(s) On and Off.  tests.
                                          Longitudinal Control
                                          Position--5%, Lateral
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.2...........  Autorotation           Pitch Attitude--1.5[deg],        Augmentation           two gross weight
                   Trimmed Flight         Sideslip Angle--       System(s) On and Off.  conditions. Data
                   Control Positions.     2[deg],                           must be recorded for
                                          Longitudinal Control                          normal operating
                                          Position--5%, Lateral                             tolerance applies
                                          Control Position--                            only if collective
                                          5%,                               control position is
                                          Directional Control                           full down.) Data
                                          Position--5%, Collective                          speeds from 50 kts,
                                          Control Position--                            5 kts
                                          5%,                               through at least
                                          Vertical Velocity                             maximum glide
                                          100 fpm                           distance airspeed.
                                          or 10%, Rotor Speed                           May be a series of
                                          1.5%.                             snapshot tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.i.............  Autorotation
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59772]]

 
                  Entry................  Rotor Speed--3%, Pitch                               rapid throttle
                                          Attitude 2[deg], Roll                            If the cruise
                                          Attitude--3[deg], Yaw                             selected, comparison
                                          Attitude--5[deg],                                 maximum range
                                          Airspeed--5 kts,                                  climb condition is
                                          Vertical Velocity--                           selected, comparison
                                          200 fpm                           must be made for the
                                          (1.00 m/sec) or 10%.                          maximum rate of
                                                                                        climb airspeed at or
                                                                                        near maximum
                                                                                        continuous power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.............  Landing
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.1...........  All Engines..........  Airspeed--3 kts.,                                 approach and landing
                                          Altitude--20 ft. (6.1                             appropriate to the
                                          m), Torque--3%, Rotor                               simulated (running
                                          Speed--1.5%, Pitch                             or approach to a
                                          Attitude--1.5[deg], Bank                          and D). For Level B,
                                          Attitude--1.5[deg],                               only to those
                                          Heading--2[deg],                                 airspeeds above
                                          Longitudinal Control                          effective
                                          Position--10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.2...........  One Engine             Airspeed--3 kts,                                  both Category A and
                                          Altitude--20 ft (6.1 m),                          approaches and
                                          Torque--3%, Rotor                               appropriate to
                                          Speed--1.5%, Pitch                             simulated. For Level
                                          Attitude--1.5[deg], Bank                          apply only to those
                                          Attitude--1.5[deg],                               airspeeds above
                                          Heading--2[deg],                                 translational lift.
                                          Longitudinal Control
                                          Position--10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.3...........  Balked Landing.......  Airspeed--3 kts,                                  for the maneuver
                                          Altitude--20 ft (6.1 m),                          stabilized approach
                                          Torque--3%, Rotor                               decision point (LDP).
                                          Speed--1.5%, Pitch
                                          Attitude--1.5[deg], Bank
                                          Attitude--1.5[deg],
                                          Heading--2[deg],
                                          Longitudinal Control
                                          Position--10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.4...........  Autorotational         Torque--3%, Rotor                               an autorotational
                                          Speed--3%, Vertical                            landing from a
                                          Velocity--100 fpm (0.50                           autorotational
                                          m/sec) or 10%, Pitch                          descent, to touch
                                          Attitude--2[deg], Bank
                                          Attitude--2[deg],
                                          Heading--5[deg],
                                          Longitudinal Control
                                          Position--10%, Lateral
                                          Control Position--
                                          10%,
                                          Directional Control
                                          Position--10%,
                                          Collective Control
                                          Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.............  Control System Mechanical Characteristics
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59773]]

 
                  For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic,                                  Contact the NSPM for
                   collective, and pedal), special test fixtures will not be required during initial or                             clarification of any
                   upgrade evaluations if the sponsor's QTG/MQTG shows both test fixture results and the                            issue regarding
                   results of an alternative approach, such as computer plots produced concurrently showing                         helicopters with
                   satisfactory agreement. Repeat of the alternative method during the initial or upgrade                           reversible controls
                   evaluation would then satisfy this test requirement. For initial and upgrade evaluations,                        or where the
                   the control dynamic characteristics must be measured at and recorded directly from the                           required validation
                   flight deck controls, and must be accomplished in hover, climb, cruise, and autorotation.                        data is not
                                                                                                                                    attainable.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1...........  Cyclic...............  Breakout--0.25 lbs         conditions with the    uninterrupted                               this test does not
                                          (0.112 daN) or 25%;    hydraulic system (if   control sweep to the                        require the rotor to
                                          Force--turning.
                                          minus>1.0 lb (0.224    pressurized;           does not apply if                           The phrase ``if
                                          daN) or 10%.           supplemental           aircraft hardware                           applicable''
                                                                 hydraulic              modular controllers                         regarding stability
                                                                 pressurization         are used.)                                  augmentation systems
                                                                 system may be used.                                                means if an
                                                                 Trim On and Off.                                                   augmentation system
                                                                 Friction Off                                                       is available and if
                                                                 Augmentation (if                                                   this system may be
                                                                 applicable) On and                                                 operational on the
                                                                 Off.                                                               ground under static
                                                                                                                                    conditions as
                                                                                                                                    described here.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2...........  Collective/Pedals....  Breakout--0.5 lb (0.224    conditions with the    uninterrupted                               this test does not
                                          daN) or 25%; Force--   hydraulic system (if   control sweep to the                        require the rotor to
                                          1.0 lb     applicable)            stops.                                      be engaged/turning.
                                          (0.224 daN) or 10%.    pressurized;                                                       The phrase ``if
                                                                 supplemental                                                       applicable''
                                                                 hydraulic                                                          regarding stability
                                                                 pressurization                                                     augmentation system
                                                                 system may be used.                                                means if a stability
                                                                 Trim On and Off.                                                   augmentation system
                                                                 Friction Off.                                                      is available and if
                                                                 Augmentation (if                                                   this system may be
                                                                 applicable) On and                                                 operational on the
                                                                 Off.                                                               ground under static
                                                                                                                                    conditions as
                                                                                                                                    described here.''
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3...........  Brake Pedal Force vs.  5 lbs      Ground; Static         .....................     X      X      X
                   Position.              (2.224 daN) or 10%.    conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4...........  Trim System Rate (all  Rate--10%  Ground; Static         The tolerance applies     X      X      X   .....................
                   applicable systems).                          conditions. Trim On,   to the recorded
                                                                 Friction Off.          value of the trim
                                                                                        rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5...........  Control Dynamics (all  10% of     Hover/Cruise, Trim     Results must be                  X      X   Typically, control
                   axes).                 time for first zero    On, Friction Off.      recorded for a                              displacement of 25%
                                          crossing and 10 (N+1)% of                            displacement in both                        for proper
                                          period thereafter,                            directions in each                          excitation. Control
                                          10% of                            axis.                                       Dynamics for
                                          amplitude of first                                                                        irreversible control
                                          overshoot, 20% of                                                                         systems may be
                                          amplitude of 2nd and                                                                      evaluated in a
                                          subsequent                                                                                ground/static
                                          overshoots greater                                                                        condition.
                                          than 5% of initial                                                                        Additional
                                          displacement, 1 overshoot.                                                                        control dynamics is
                                                                                                                                    found later in this
                                                                                                                                    attachment. ``N'' is
                                                                                                                                    the sequential
                                                                                                                                    period of a full
                                                                                                                                    cycle of
                                                                                                                                    oscillation.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59774]]

 
2.a.6...........  Control System         2%         Ground; Static         Record and compare        X      X      X   Flight Test Data for
                   Freeplay.              control                conditions; with the   results for all                             this test does not
                                          displacement, but      hydraulic system (if   controls.                                   require the rotor to
                                          not to exceed turning.
                                          minus>0.15 in.         pressurized;
                                                                 supplemental
                                                                 hydraulic
                                                                 pressurization
                                                                 system may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.............  Low Airspeed Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1...........  Trimmed Flight         Torque--3%, Pitch        IGE--Sideward,         several airspeed
                                          Attitude--1.5[deg], Bank   forward flight.        translational
                                          Attitude--2[deg],          Off.                   for 45 kts forward
                                          Longitudinal Control                          airspeed. May be a
                                          Position--5%. Lateral                             tests.
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2...........  Critical Azimuth.....  Torque--3%, Pitch        Augmentation On and    three relative wind
                                          Attitude--1.5[deg], Bank                          (including the most
                                          Attitude--2[deg],                                 the critical
                                          Longitudinal Control                          quadrant. May be a
                                          Position--5%, Lateral                             tests.
                                          Control Position--
                                          5%,
                                          Directional Control
                                          Position--5%, Collective
                                          Control Position--
                                          5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3...........  Control Response
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.a.........  Longitudinal.........  Pitch Rate--10% or 2[deg]/sec,                             The Off-axis                                conducted in a
                                          Pitch Attitude                                response must show                          hover, in ground
                                          Change--10% or                                  unaugmented cases.                          entering
                                          1.5[deg].                                                                                 translational
                                                                                                                                    flight, to provide
                                                                                                                                    better visual
                                                                                                                                    reference.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.b.........  Lateral..............  Roll Rate--10% or 3[deg]/sec.                             The Off-axis                                conducted in a
                                          Roll Attitude                                 response must show                          hover, in ground
                                          Change--10% or 3[deg].                                                                             translational
                                                                                                                                    flight, to provide
                                                                                                                                    better visual
                                                                                                                                    reference.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.c.........  Directional..........  Yaw Rate--10% or 2[deg]/sec,                             The Off-axis                                conducted in a
                                          Heading Change--                              response must show                          hover, in ground
                                          10% or                            correct trend for                           effect, without
                                          2[deg].                           unaugmented cases.                          entering
                                                                                                                                    translational
                                                                                                                                    flight, to provide
                                                                                                                                    better visual
                                                                                                                                    reference.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.d.........  Vertical.............  Normal Acceleration--  Hover................  Record results for a             X      X
                                          0.1 g.                            step control input.
                                                                                        The Off-axis
                                                                                        response must show
                                                                                        correct trend for
                                                                                        unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.............  Longitudinal Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59775]]

 
2.c.1...........  Control Response.....  Pitch Rate--10% or 2[deg]/sec,                             cruise airspeeds to
                                          Pitch Attitude                                include minimum
                                          Change--10% or 1.5[deg].                               for a step control
                                                                                        input. The Off-axis
                                                                                        response must show
                                                                                        correct trend for
                                                                                        unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2...........  Static Stability.....  Longitudinal Control   Cruise or Climb,       Record results for a      X      X      X
                                          Position: 10% of change    Augmentation On and    speeds on each side
                                          from trim or 0.25 in (6.3                            May be a series of
                                          mm) or Longitudinal                           snapshot tests.
                                          Control Force: 0.5 lb (0.223
                                          daN) or 10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3...........  Dynamic Stability
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.a.........  Long Term Response...  10% of     Cruise Augmentation    For periodic              X      X      X   The response may be
                                          calculated period,     On and Off.            responses, record                           unrepeatable
                                          10% of                            results for three                           throughout the
                                          time to \1/2\ or                              full cycles (6                              stated time for
                                          double amplitude, or                          overshoots after                            certain helicopters.
                                          0.02 of                           input completed) or                         In these cases, the
                                          damping ratio. For                            that sufficient to                          test should show at
                                          non-periodic                                  determine time to \1/                       least that a
                                          responses, the time                           2\ or double                                divergence is
                                          history must be                               amplitude, whichever                        identifiable. For
                                          matched within 10% pitch; and                          periodic responses,                         the cyclic for a
                                          10%                               the test may be                             given time normally
                                          airspeed over a 20-                           terminated prior to                         excites this test or
                                          sec period following                          20 sec if the test                          until a given pitch
                                          release of the                                pilot determines                            attitude is achieved
                                          controls.                                     that the results are                        and then return the
                                                                                        becoming                                    cyclic to the
                                                                                        uncontrollably                              original position.
                                                                                        divergent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.b.........  Short Term Response..  1.5[deg]   Cruise or Climb.       Record results for at     X      X      X   A control doublet
                                          Pitch or 2[deg]/sec,      Off.                                                               natural frequency of
                                          Pitch Rate. 0.1 g Normal                                                                        normally excites
                                          Acceleration.                                                                             this test.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.4...........  Maneuvering Stability  Longitudinal Control   Cruise or Climb.       Record results for at     X      X      X
                                          Position--10% of       Augmentation On and    least two airspeeds
                                          change from trim or    Off.                   at 30[deg]-45[deg]
                                          0.25 in.                          roll angle. The
                                          (6.3 mm) or                                   force may be shown
                                          Longitudinal Control                          as a cross plot for
                                          Forces--0.5 lb. (0.223                          systems. May be a
                                          daN) or 10%.                                    tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.............  Lateral and Directional Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1...........  Control Response
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.a.........  Lateral..............  Roll Rate--10% or 3[deg]/sec.,                            including the speed
                                          Roll Attitude                                 at or near the
                                          Change--10% or 3[deg].                                 Record results for a
                                                                                        step control input.
                                                                                        The Off-axis
                                                                                        response must show
                                                                                        correct trend for
                                                                                        unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59776]]

 
2.d.1.b.........  Directional..........  Yaw Rate--10% or 2[deg]/sec.,                            including the speed
                                          Yaw Attitude Change--                         at or near the
                                          10% or                            minimum power
                                          2[deg].                           required airspeed.
                                                                                        Record results for a
                                                                                        step control input.
                                                                                        The Off-axis
                                                                                        response must show
                                                                                        correct trend for
                                                                                        unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2...........  Directional Static     Lateral Control        Cruise; or Climb (may  Record results for at     X      X      X   This is a steady
                   Stability.             Position--10% of change    of Climb if            angles on either                            test.
                                          from trim or 0.25 in. (6.3    Augmentation On and    point. The force may
                                          mm) or Lateral         Off.                   be shown as a cross
                                          Control Force--0.5 lb. (0.223                          irreversible
                                          daN) or 10%, Roll                             systems. May be a
                                          Attitude--1.5,                                    tests.
                                          Directional Control
                                          Position--10% of change
                                          from trim or 0.25 in. (6.3
                                          mm) or Directional
                                          Control Force--1 lb. (0.448
                                          daN) or 10%.,
                                          Longitudinal Control
                                          Position--10% of change
                                          from trim or 0.25 in. (6.3
                                          mm), Vertical
                                          Velocity--100 fpm (0.50m/
                                          sec) or 10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3...........  Dynamic Lateral and Directional Stability
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.a.........  Lateral-Directional    0.5 sec.   Cruise or Climb.       Record results for at     X      X      X
                   Oscillations.          or 10%     Augmentation On/Off.   least two airspeeds.
                                          of period, 10% of time to                          initiated with a
                                          \1/2\ or double                               cyclic or a pedal
                                          amplitude or 0.02 of                                 Record results for
                                          damping ratio, 20% or 1 sec of time                           input completed) or
                                          difference between                            that sufficient to
                                          peaks of bank and                             determine time to or
                                          sideslip. For non-                            double amplitude,
                                          periodic responses,                           whichever is less.
                                          the time history                              For non-periodic
                                          must be matched                               response, the test
                                          within 10% yaw; 10% roll                                the test pilot
                                          angle, and 10% airspeed,                           results are becoming
                                          over a 20 sec period                          uncontrollably
                                          roll angle following                          divergent.
                                          release of the
                                          controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.b.........  Spiral Stability.....  2[deg] or  Cruise or Climb.       Record the results of     X      X      X
                                          10% roll   Augmentation On and    a release from pedal
                                          angle.                 Off.                   only or cyclic only
                                                                                        turns for 20 sec.
                                                                                        Results must be
                                                                                        recorded from turns
                                                                                        in both directions.
                                                                                        Terminate check at
                                                                                        zero roll angle or
                                                                                        when the test pilot
                                                                                        determines that the
                                                                                        attitude is becoming
                                                                                        uncontrollably
                                                                                        divergent.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59777]]

 
2.d.3.c.........  Adverse/Proverse Yaw.  Correct Trend, 2[deg]           Augmentation On and    history of initial
                                          transient sideslip     Off.                   entry into cyclic
                                          angle.                                        only turns, using
                                                                                        only a moderate rate
                                                                                        for cyclic input.
                                                                                        Results must be
                                                                                        recorded for turns
                                                                                        in both directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a.............  Frequency Response
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                         Based on Simulator     N/A..................  Required as part of       X      X      X
                                          Capability.                                   MQTG but not
                                                                                        required as part of
                                                                                        continuing
                                                                                        qualification
                                                                                        evaluations. The
                                                                                        test must
                                                                                        demonstrate
                                                                                        frequency response
                                                                                        of the motion system
                                                                                        as specified by the
                                                                                        applicant for flight
                                                                                        simulator
                                                                                        qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b.............  Leg Balance
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Leg Balance..........  Based on Simulator     N/A..................  Required as part of       X      X      X
                                          Capability.                                   MQTG but not
                                                                                        required as part of
                                                                                        continuing
                                                                                        evaluations. The
                                                                                        test must
                                                                                        demonstrate motion
                                                                                        system leg balance
                                                                                        as specified by the
                                                                                        applicant for flight
                                                                                        simulator
                                                                                        qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c.............  Turn Around
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  Turn Around..........  Based on Simulator     N/A..................  Required as part of       X      X      X
                                          Capability.                                   MQTG but not
                                                                                        required as part of
                                                                                        continuing
                                                                                        qualification
                                                                                        evaluations. The
                                                                                        test must
                                                                                        demonstrate a smooth
                                                                                        turn-around (shift
                                                                                        to opposite
                                                                                        direction of
                                                                                        movement) of the
                                                                                        motion system as
                                                                                        specified by the
                                                                                        applicant for flight
                                                                                        simulator
                                                                                        qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d.............  Motion System Repeatability
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59778]]

 
                                         With the same input    Accomplished in both   Required as part of       X      X      X   See Paragraph 5.c. in
                                          signal, the test       the ``ground'' mode    the MQTG and at each                        this attachment for
                                          results must be        and in the             continuing                                  additional
                                          repeatable to within   ``flight'' mode of     qualification                               information. Note:
                                          0.05g      the motion system      evaluation. The test                        if there is no
                                          actual platform        operation.             is accomplished by                          difference in the
                                          linear acceleration                           injecting a motion                          model for ``ground''
                                          in each axis.                                 signal to generate                          and ``flight''
                                                                                        movement of the                             operation of the
                                                                                        platform. The input                         motion system, this
                                                                                        must be such that                           should be described
                                                                                        the rotational                              in an SOC and will
                                                                                        accelerations,                              not require tests in
                                                                                        rotational rates,                           both modes.
                                                                                        and linear
                                                                                        accelerations are
                                                                                        inserted before the
                                                                                        transfer from
                                                                                        helicopter center of
                                                                                        gravity to the pilot
                                                                                        reference point with
                                                                                        a minimum amplitude
                                                                                        of 5[deg]/sec/sec,
                                                                                        10[deg]/sec and
                                                                                        0.3g, respectively.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.............  Motion Cueing Performance Signature
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                       Required as part of                         See paragraph 5.d.,
                                                                                        MQTG but not                                of this attachment,
                                                                                        required as part of                         Motion cueing
                                                                                        continuing                                  performance
                                                                                        qualification                               signature.
                                                                                        evaluations. These
                                                                                        tests must be run
                                                                                        with the motion
                                                                                        buffet mode disabled.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.1...........  Takeoff (all engines)  As specified by the    Ground...............  Pitch attitude due to     X      X      X   Associated to test
                                          sponsor for flight                            initial climb should                        number 1.c.1.
                                          simulator                                     dominate over cab
                                          qualification.                                tilt due to
                                                                                        longitudinal
                                                                                        acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.2...........  Hover performance      As specified by the    Ground...............  .....................            X      X   Associated to test
                   (IGE and OGE).         sponsor for flight                                                                        number 1.d.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.3...........  Autorotation (entry).  As specified by the    Flight...............  .....................            X      X   Associated to test
                                          sponsor for flight                                                                        number 1.i.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.4...........  Landing (all engines)  As specified by the    Flight...............  .....................     X      X      X   Associated to test
                                          sponsor for flight                                                                        number 1.j.1.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.5...........  Autorotation           As specified by the    Flight...............  .....................            X      X   Associated to test
                   (landing).             sponsor for flight                                                                        number 1.j.4.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6...........  Control Response
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6.a.........  Longitudinal.........  As specified by the    Flight...............  .....................     X      X      X   Associated to test
                                          sponsor for flight                                                                        number 2.c.1.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6.b.........  Lateral..............  As specified by the    Ground...............  .....................     X      X      X   Associated to test
                                          sponsor for flight                                                                        number 2.d.1.a.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6.c.........  Directional..........  As specified by the    .....................  .....................     X      X      X   Associated to test
                                          sponsor for flight                                                                        number 2.d.1.c.
                                          simulator
                                          qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.............  Characteristic Motion Cues--For all of the following tests, the simulator test results                           Characteristic motion
                   must exhibit the overall appearance and trends of the helicopter data, with at least                             cues may be separate
                   three (3) of the predominant frequency ``spikes'' being present within 2 Hz.                         from the ``main''
                                                                                                                                    motion system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.1...........  Thrust effect with     .....................  Ground...............  The test must be                        X
                   brakes set.                                                          conducted within 5%
                                                                                        of the maximum
                                                                                        possible thrust with
                                                                                        brakes set.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59779]]

 
3.f.2...........  Buffet with landing    .....................  Flight...............  The test must be                        X   The airspeed selected
                   gear extended.                                                       conducted at an                             for this test should
                                                                                        airspeed below                              be within the range
                                                                                        landing gear                                where the operator
                                                                                        limiting airspeed.                          typically conducts
                                                                                                                                    operations with the
                                                                                                                                    landing gear
                                                                                                                                    extended.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.3...........  Buffet at approach-to- .....................  Flight...............  The test must be                        X
                   stall.                                                               conducted for
                                                                                        approach to stall.
                                                                                        Post stall
                                                                                        characteristics are
                                                                                        not required.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4...........  Buffet at high         .....................  Flight...............  .....................                   X
                   airspeeds.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5...........  In-flight vibrations.  .....................  Flight (clean          .....................                   X
                                                                 configuration).
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6...........  Thrust effect with     .....................  Ground...............  The test must be                        X
                   brakes set.                                                          conducted within 5%
                                                                                        of the maximum
                                                                                        possible thrust with
                                                                                        brakes set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.............  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a.,
                   Visual System Response Time Test. This test is also sufficient for motion system response
                   timing and flight deck instrument response timing.)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1...........  Latency
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                         150 ms (or less)       Takeoff, climb, and    One test is required      X
                                          after helicopter       descent.               in each axis (pitch,
                                          response.                                     roll and yaw) for
                                                                                        each of the three
                                                                                        conditions (take-
                                                                                        off, cruise, and
                                                                                        approach or landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                         100 ms (or less)       Climb, cruise,         One test is required             X      X
                                          after helicopter       descent, and hover.    in each axis (pitch,
                                          response.                                     roll and yaw) for
                                                                                        each of the three
                                                                                        conditions (take-
                                                                                        off, cruise, and
                                                                                        approach or landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2...........  Transport Delay
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                                   If Transport Delay is
                                                                                                                                    the chosen method to
                                                                                                                                    demonstrate relative
                                                                                                                                    responses, the
                                                                                                                                    sponsor and the NSPM
                                                                                                                                    will use the latency
                                                                                                                                    values to ensure
                                                                                                                                    proper simulator
                                                                                                                                    response when
                                                                                                                                    reviewing those
                                                                                                                                    existing tests where
                                                                                                                                    latency can be
                                                                                                                                    identified (e.g.,
                                                                                                                                    short period, roll
                                                                                                                                    response, rudder
                                                                                                                                    response).
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                         150 ms (or less)       N/A..................  A separate test is        X
                                          after controller                              required in each
                                          movement.                                     axis (pitch, roll,
                                                                                        and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59780]]

 
                                         100 ms (or less)       N/A..................  A separate test is               X      X
                                          after controller                              required in each
                                          movement.                                     axis (pitch, roll,
                                                                                        and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.............  Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1...........  Continuous field of    The simulator must     N/A..................  An SOC is required        X                 Horizontal field of
                   view.                  provide a continuous                          and must explain the                        view is centered on
                                          field of view of at                           geometry of the                             the zero degree
                                          least 75[deg]                                 installation.                               azimuth line
                                          horizontally and                              Additional                                  relative to the
                                          30[deg] vertically                            horizontal field of                         aircraft fuselage.
                                          per pilot seat or                             view capability may                         Field of view may be
                                          the number of                                 be added at the                             measured using a
                                          degrees necessary to                          sponsor's discretion                        visual test pattern
                                          meet the visual                               provided the minimum                        filling the entire
                                          ground segment                                field of view is                            visual scene (all
                                          requirement,                                  retained.                                   channels) with a
                                          whichever is                                                                              matrix of black and
                                          greater. Both pilot                                                                       white 5[deg]
                                          seat visual systems                                                                       squares.
                                          must be operable
                                          simultaneously. Wide-
                                          angle systems
                                          providing cross-
                                          flight deck viewing
                                          (for both pilots
                                          simultaneously) must
                                          provide a minimum
                                          field of view of at
                                          least 146[deg]
                                          horizontally and
                                          36[deg] vertically.
                                          Any geometric error
                                          between the Image
                                          Generator eye point
                                          and the pilot eye
                                          point must be 8[deg]
                                          or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2...........  Continuous field of    The simulator must     N/A..................  An SOC is required               X          Horizontal field of
                   view.                  provide a continuous                          and must explain the                        view is centered on
                                          field of view of at                           geometry of the                             the zero degree
                                          least 146[deg]                                installation.                               azimuth line
                                          horizontally and                              Horizontal field of                         relative to the
                                          36[deg] vertically                            view of at least                            aircraft fuselage.
                                          or the number of                              146[deg] (including                         Field of view may be
                                          degrees necessary to                          not less than                               measured using a
                                          meet the visual                               73[deg] measured                            visual test pattern
                                          ground segment                                either side of the                          filling the entire
                                          requirement,                                  center of the design                        visual scene (all
                                          whichever is                                  eye point).                                 channels) with a
                                          greater. The minimum                          Additional                                  matrix of black and
                                          horizontal field of                           horizontal field of                         white 5[deg]
                                          view coverage must                            view capability may                         squares.
                                          be plus and minus                             be added at the
                                          one-half (\1/2\) of                           sponsor's discretion
                                          the minimum                                   provided the minimum
                                          continuous field of                           field of view is
                                          view requirement,                             retained. Vertical
                                          centered on the zero                          field of view of at
                                          degree azimuth line                           least 36[deg]
                                          relative to the                               measured from the
                                          aircraft fuselage.                            pilot's and co-
                                          Any geometric error                           pilot's eye point.
                                          between the Image
                                          Generator eye point
                                          and the pilot eye
                                          point must be 8[deg]
                                          or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59781]]

 
4.b.3...........  Continuous field of    Continuous field of    N/A..................  An SOC is required                      X   The horizontal field
                   view.                  view of at least                              and must explain the                        of view is
                                          176[deg] horizontal                           geometry of the                             traditionally
                                          and 56[deg] vertical                          installation.                               described as a
                                          field of view for                             Horizontal field of                         180[deg] field of
                                          each pilot                                    view is centered on                         view. However, the
                                          simultaneously. Any                           the zero degree                             field of view is
                                          geometric error                               azimuth line                                technically no less
                                          between the Image                             relative to the                             than 176[deg]. Field
                                          Generator eye point                           aircraft fuselage.                          of view may be
                                          and the pilot eye                             Horizontal field of                         measured using a
                                          point must be 8[deg]                          view must be at                             visual test pattern
                                          or less.                                      least 176[deg]                              filling the entire
                                                                                        (including not less                         visual scene (all
                                                                                        than 88[deg] either                         channels) with a
                                                                                        side of the center                          matrix of black and
                                                                                        of the design eye                           white 5[deg]
                                                                                        point). Additional                          squares.
                                                                                        horizontal field of
                                                                                        view capability may
                                                                                        be added at the
                                                                                        sponsor's discretion
                                                                                        provided the minimum
                                                                                        field of view is
                                                                                        retained. Vertical
                                                                                        field of view must
                                                                                        not be less than a
                                                                                        total of 56[deg]
                                                                                        measured from the
                                                                                        pilot's and co-
                                                                                        pilot's eye point.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c.............  Surface contrast       Not less than 5:1....  N/A..................  The ratio is                            X   Measurements may be
                   ratio.                                                               calculated by                               made using a 1[deg]
                                                                                        dividing the                                spot photometer and
                                                                                        brightness level of                         a raster drawn test
                                                                                        the center, bright                          pattern filling the
                                                                                        square (providing at                        entire visual scene
                                                                                        least 2 foot-                               (all channels) with
                                                                                        lamberts or 7 cd/m2)                        a test pattern of
                                                                                        by the brightness                           black and white
                                                                                        level of any                                squares, 5 per
                                                                                        adjacent dark square.                       square, with a white
                                                                                                                                    square in the center
                                                                                                                                    of each channel.
                                                                                                                                    During contrast
                                                                                                                                    ratio testing,
                                                                                                                                    simulator aft-cab
                                                                                                                                    and flight deck
                                                                                                                                    ambient light levels
                                                                                                                                    should be zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d.............  Highlight brightness.  Not less than six (6)  N/A..................  Measure the                             X   Measurements may be
                                          foot-lamberts (20 cd/                         brightness of the                           made using a 1[deg]
                                          m\2\).                                        center, white square                        spot photometer and
                                                                                        while superimposing                         a raster drawn test
                                                                                        a highlight on that                         pattern filling the
                                                                                        white square. The                           entire visual scene
                                                                                        use of calligraphic                         (all channels) with
                                                                                        capabilities to                             a test pattern of
                                                                                        enhance the raster                          black and white
                                                                                        brightness is                               squares, 5 per
                                                                                        acceptable; however,                        square, with a white
                                                                                        measuring light                             square in the center
                                                                                        points is not                               of each channel.
                                                                                        acceptable.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59782]]

 
4.e.............  Surface resolution...  Not greater than two   N/A..................  An SOC is required               X      X   The eye will subtend
                                          (2) arc minutes.                              and must include the                        two (2) arc minutes
                                                                                        appropriate                                 when positioned on a
                                                                                        calculations and an                         3[deg] glide slope,
                                                                                        explanation of those                        6,876 ft slant range
                                                                                        calculations.                               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.
                                                                                                                                    This requirement is
                                                                                                                                    the same as 4 arc
                                                                                                                                    minutes per optical
                                                                                                                                    line pair.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f.............  Light point size.....  Not greater than five  N/A..................  An SOC is required               X      X   Light point size may
                                          (5) arc-minutes.                              and must include the                        be measured using a
                                                                                        relevant                                    test pattern
                                                                                        calculations and an                         consisting of a
                                                                                        explanation of those                        centrally located
                                                                                        calculations.                               single row of light
                                                                                                                                    points reduced in
                                                                                                                                    length until
                                                                                                                                    modulation is just
                                                                                                                                    discernible in each
                                                                                                                                    visual channel. A
                                                                                                                                    row of 48 lights
                                                                                                                                    will form a 4[deg]
                                                                                                                                    angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.............  Light point contrast   .....................  .....................  .....................                       A 1[deg] spot
                   ratio.                                                                                                           photometer may be
                                                                                                                                    used to measure a
                                                                                                                                    square of at least
                                                                                                                                    1[deg] filled with
                                                                                                                                    light points (where
                                                                                                                                    light point
                                                                                                                                    modulation is just
                                                                                                                                    discernible) and
                                                                                                                                    compare the results
                                                                                                                                    to the measured
                                                                                                                                    adjacent background.
                                                                                                                                    During contrast
                                                                                                                                    ratio testing,
                                                                                                                                    simulator aft-cab
                                                                                                                                    and flight deck
                                                                                                                                    ambient light levels
                                                                                                                                    should be zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.1...........  .....................  Not less than 10:1...  N/A..................  An SOC is required        X
                                                                                        and must include the
                                                                                        relevant
                                                                                        calculations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.2...........  .....................  Not less than 25:1...  N/A..................  An SOC is required               X      X
                                                                                        and must include the
                                                                                        relevant
                                                                                        calculations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.............  Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59783]]

 
                                         The visible segment    Landing                The QTG must contain      X      X      X   Pre-position for this
                                          in the simulator       configuration,         appropriate                                 test is encouraged,
                                          must be within 20%     trimmed for            calculations and a                          and may be achieved
                                          of the segment         appropriate            drawing showing the                         via manual or
                                          computed to be         airspeed, at 100 ft    data used to                                autopilot control to
                                          visible from the       (30m) above the        establish the                               the desired
                                          helicopter flight      touchdown zone, on     helicopter location                         position.
                                          deck. The              glide slope with an    and the segment of
                                          tolerance(s) may be    RVR value set at       the ground that is
                                          applied at either or   1,200 ft (350m).       visible considering
                                          both ends of the                              design eyepoint, the
                                          displayed segment.                            helicopter attitude,
                                          However, lights and                           flight deck cut-off
                                          ground objects                                angle, and a
                                          computed to be                                visibility of 1200
                                          visible from the                              ft (350 m) RVR.
                                          helicopter flight                             Simulator
                                          deck at the near end                          performance must be
                                          of the visible                                measured against the
                                          segment must be                               QTG calculations.
                                          visible in the                               The data submitted
                                          simulator.                                    must include at
                                                                                        least the following:.
                                                                                       (1) Static helicopter
                                                                                        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 flight
                                                                                        deck 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..
                                                                                       If non-homogenous fog
                                                                                        is used to obscure
                                                                                        visibility, the
                                                                                        vertical variation
                                                                                        in horizontal
                                                                                        visibility must be
                                                                                        described and be
                                                                                        included in the
                                                                                        slant range
                                                                                        visibility
                                                                                        calculation used in
                                                                                        the computations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59784]]

 
                  The sponsor will not be required to repeat the helicopter tests (i.e., tests 5.a.1. through 5.a.8. (or 5.b.1. through 5.b.9.) and
                   5.c., as appropriate) during continuing qualification evaluations if frequency response and background noise test results are within
                   tolerance when compared to the initial qualification evaluation results, and the sponsor shows that no software changes have occurred
                   that will affect the helicopter test results. If the frequency response test method is chosen and fails, the sponsor may elect to fix
                   the frequency response problem and repeat the test or the sponsor may elect to repeat the helicopter tests. If the helicopter tests
                   are repeated during continuing qualification evaluations, the results may be compared against initial qualification evaluation
                   results or helicopter master data
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.............  Basic requirements
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.1...........  Ready for engine        5 dB per  Ground...............  Normal condition                        X   .....................
                   start.                 \1/3\ octave band.                            prior to engine
                                                                                        start. The APU
                                                                                        should be on if
                                                                                        appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2...........  All engines at idle;    5 dB per  Ground...............  Normal condition                        X   .....................
                   rotor not turning      \1/3\ octave band.                            prior to lift-off.
                   (if applicable) and
                   rotor turning.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3...........  Hover................  5 dB per   Hover................  .....................                   X
                                          \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4...........  Climb................   5 dB per  En-route climb.......  Medium altitude......                   X   .....................
                                          \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5...........  Cruise...............   5 dB per  Cruise...............  Normal cruise                           X   .....................
                                          \1/3\ octave band.                            configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6...........  Final approach.......   5 dB per  Landing..............  Constant airspeed,                      X   .....................
                                          \1/3\ octave band.                            gear down.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.............  Special cases
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                          5 dB per  As appropriate.......  .....................                   X   These special cases
                                          \1/3\ octave band.                                                                        are identified as
                                                                                                                                    particularly
                                                                                                                                    significant during
                                                                                                                                    critical phases of
                                                                                                                                    flight and ground
                                                                                                                                    operations for a
                                                                                                                                    specific helicopter
                                                                                                                                    type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c.............  Background noise
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                         3 dB per   As appropriate.......  Results of the                          X   The simulated sound
                                          \1/3\ octave band.                            background noise at                         will be evaluated to
                                                                                        initial                                     ensure that the
                                                                                        qualification must                          background noise
                                                                                        be included in the                          does not interfere
                                                                                        MQTG. Measurements                          with training,
                                                                                        must be made with                           testing, or
                                                                                        the simulation                              checking.
                                                                                        running, the sound
                                                                                        muted, and a
                                                                                        ``dead'' flight deck.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d.............  Frequency response
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59785]]

 
                                         5 dB on    .....................  Applicable only to                      X   Measurements are
                                          three (3)                                     Continuing                                  compared to those
                                          consecutive bands                             Qualification                               taken during initial
                                          when compared to                              Evaluations.                                qualification
                                          initial evaluation;                          If frequency response                        evaluation.
                                          and  2                            plots are provided
                                          dB when comparing                             for each channel at
                                          the average of the                            the initial
                                          absolute differences                          evaluation, these
                                          between initial and                           plots may be
                                          continuing                                    repeated at the
                                          qualification                                 continuing
                                          evaluation.                                   qualification
                                                                                        evaluation with the
                                                                                        following tolerances
                                                                                        applied:.
                                                                                       (a) The continuing
                                                                                        qualification \1/3\
                                                                                        octave band
                                                                                        amplitudes should
                                                                                        not exceed  5 dB for
                                                                                        three consecutive
                                                                                        bands when compared
                                                                                        to initial results.
                                                                                       (b) The average of
                                                                                        the sum of the
                                                                                        absolute differences
                                                                                        between initial and
                                                                                        continuing
                                                                                        qualification
                                                                                        results must not
                                                                                        exceed 2 dB (refer
                                                                                        to table C2C in
                                                                                        Appendix C).
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

Begin Information

3. General

    a. If relevant winds are present in the objective data, the wind 
vector should be clearly noted as part of the data presentation, 
expressed in conventional terminology, and related to the runway 
being used for test near the ground.
    b. The reader is encouraged to review the Airplane Flight 
Simulator Evaluation Handbook, Volumes I and II, published by the 
Royal Aeronautical Society, London, UK, and FAA 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.

4. Control Dynamics

    a. General. The characteristics of a helicopter flight control 
system have a major effect on the handling qualities. A significant 
consideration in pilot acceptability of a helicopter is the ``feel'' 
provided through the flight controls. Considerable effort is 
expended on helicopter feel system design so that pilots will be 
comfortable and will consider the helicopter desirable to fly. In 
order for an FFS to be representative, it should ``feel'' like the 
helicopter being simulated. Compliance with this requirement is 
determined by comparing a recording of the control feel dynamics of 
the FFS to actual helicopter measurements in the 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 helicopter system is essential. The 
required dynamic control tests are described in Table C2A of this 
attachment.
    (2) For initial and upgrade evaluations, the QPS requires that 
control dynamics characteristics be measured and recorded directly 
from the flight controls (Handling Qualities--Table C2A). This 
procedure is usually accomplished by measuring the free response of 
the controls using a step or impulse input to excite the system. The 
procedure should be accomplished in the takeoff, cruise and landing 
flight conditions and configurations.
    (3) For helicopters with irreversible control systems, 
measurements may be obtained on the ground if proper pilot-static 
inputs are provided to represent airspeeds typical of those 
encountered in flight. Likewise, it may be shown that for some 
helicopters, hover, climb, cruise, and autorotation have like 
effects. Thus, one may suffice for another. If either or both 
considerations apply, engineering validation or helicopter 
manufacturer rationale should be submitted as justification for 
ground tests or for eliminating a configuration. For FFSs requiring 
static and dynamic tests at the controls, special test fixtures will 
not be required during initial and upgrade evaluations if the QTG 
shows both test fixture results and the results of an alternate 
approach (e.g., computer plots that were produced concurrently and 
show satisfactory agreement). Repeat of the alternate method during 
the initial evaluation would satisfy this test requirement.
    b. Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements. In order to establish a 
consistent means of validating test results for FFS control loading, 
criteria are needed that will clearly define the measurement 
interpretation and the applied tolerances. Criteria are needed for 
underdamped, critically damped and overdamped systems. In the case 
of an underdamped system with very light damping, the system may be 
quantified in terms of frequency and damping. In critically damped 
or overdamped systems, the frequency and damping are not readily 
measured from a response time history. Therefore, the following 
suggested measurements may be used:
    (1) For Levels C and D simulators. Tests to verify that control 
feel dynamics represent the helicopter should show that the dynamic 
damping cycles (free response of the controls) match those of the 
helicopter within specified tolerances. The NSPM recognizes that 
several different testing

[[Page 59786]]

methods may be used to verify the control feel dynamic response. The 
NSPM will consider the merits of testing methods based on 
reliability and consistency. One acceptable method of evaluating the 
response and the tolerance to be applied is described below for the 
underdamped and critically damped cases. A sponsor using this method 
to comply with the QPS requirements should perform the tests as 
follows:
    (a) Underdamped Response. Two measurements are required for the 
period, the time to first zero crossing (in case a rate limit is 
present) and the subsequent frequency of oscillation. It is 
necessary to measure cycles on an individual basis in case there are 
non-uniform periods in the response. Each period will be 
independently compared to the respective period of the helicopter 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when 
applying the tolerance to small overshoots since the significance of 
such overshoots becomes questionable. Only those overshoots larger 
than 5 percent of the total initial displacement should be 
considered significant. The residual band, labeled T(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.
    (b) Critically damped and Overdamped Response. Due to the nature 
of critically damped and overdamped responses (no overshoots), the 
time to reach 90 percent of the steady state (neutral point) value 
should be the same as the helicopter within 10 percent. 
The simulator response must be critically damped also. Figure C2B 
illustrates the procedure.
    (c) Special considerations. Control systems that exhibit 
characteristics other than classical overdamped or underdamped 
responses should meet specified tolerances. In addition, special 
consideration should be given to ensure that significant trends are 
maintained.
    (2) Tolerances.
    (a) The following summarizes the tolerances, ``T'' for 
underdamped systems, and ``n'' is the sequential period of a full 
cycle of oscillation. See Figure C2A of this attachment for an 
illustration of the referenced measurements.

T(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 C2B for an illustration of the 
reference measurements:

T(P0).....................................  10% of P0.
 

End Information

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

Begin QPS Requirement

    c. Alternative method for control dynamics evaluation.
    (1) An alternative means for validating control dynamics for 
aircraft with hydraulically powered flight controls and artificial 
feel systems is by the measurement of control force and rate of 
movement. For each axis of pitch, roll, and yaw, the control must be 
forced to its maximum extreme position for the following distinct 
rates. These tests are conducted under normal flight and ground 
conditions.
    (a) Static test--Slowly move the control so that a full sweep is 
achieved within 95-105 seconds. A full sweep is defined as movement 
of the controller from neutral to the stop, usually aft or right 
stop, then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
    (c) Fast dynamic test--Achieve a full sweep in within 3-5 
seconds.

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

    (d) Tolerances.
    (i) Static test--see Table C2A, Full Flight Simulator (FFS) 
Objective Tests, Items 2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test 2 lbs (0.9 daN) or 10% 
on dynamic increment above static test.

End QPS Requirement

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

Begin Information

    d. The FAA is open to alternative means that are justified and 
appropriate to the application. For example, the method described 
here may not apply to all manufacturers' systems and certainly not 
to aircraft with reversible control systems. Each case is considered 
on its own merit on an ad hoc basis. If the FAA finds that 
alternative methods do not result in satisfactory performance, more 
conventionally accepted methods will have to be used.
BILLING CODE 4910-13-P

End Information

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

[[Page 59787]]

[GRAPHIC] [TIFF OMITTED] TP22OC07.032

BILLING CODE 4910-13-C

End Information

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

5. [Reserved]

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

Begin Information

6. Motion System

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

[[Page 59788]]

    (2) The Motion System tests in Section 3 of Table C2A are 
intended to qualify the FFS motion cueing system from a mechanical 
performance standpoint. Additionally, the list of motion effects 
provides a representative sample of dynamic conditions that should 
be present in the flight simulator. An additional list of 
representative, training-critical maneuvers, selected from Section 
1, (Performance tests) and Section 2, (Handling Qualities tests) in 
Table C2A, that should be recorded during initial qualification (but 
without tolerance) to indicate the flight simulator motion cueing 
performance signature have been identified (reference Section 3.e). 
These tests are intended to help improve the overall standard of FFS 
motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency 
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as 
described in the Table of Objective Tests, is to demonstrate the 
performance of the motion system hardware, and to check the 
integrity of the motion set-up with regard to calibration and wear. 
These tests are independent of the motion cueing software and should 
be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to 
ensure that the motion system software and motion system hardware 
have not degraded or changed over time. This diagnostic test should 
be completed during continuing qualification checks in lieu of the 
robotic tests. This will allow an improved ability to determine 
changes in the software or determine degradation in the hardware. 
The following information delineates the methodology that should be 
used for this test.
    (1) Input: The inputs should be such that rotational 
accelerations, rotational rates, and linear accelerations are 
inserted before the transfer from helicopter center of gravity to 
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 
deg/sec and 0.3 g, respectively, to provide adequate analysis of the 
output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will 
comprise accelerations due to both the linear and rotational motion 
acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide 
quantitative time history records of motion system response to a 
selected set of automated QTG maneuvers during initial 
qualification. It is not intended to be a comparison of the motion 
platform accelerations against the flight test recorded 
accelerations (i.e., not to be compared against helicopter cueing). 
If there is a modification to the initially qualified motion 
software or motion hardware (e.g., motion washout filter, simulator 
payload change greater than 10%) then a new baseline may need to be 
established.
    (2) Test Selection. The conditions identified in Section 3.e. in 
Table C2A are those maneuvers where motion cueing is the most 
discernible. They are general tests applicable to all types of 
helicopters and should be completed for motion cueing performance 
signature at any time acceptable to the NSPM prior to or during the 
initial qualification evaluation, and the results included in the 
MQTG.
    (3) Priority. Motion system should be designed with the intent 
of placing greater importance on those maneuvers that directly 
influence pilot perception and control of the helicopter motions. 
For the maneuvers identified in section 3.e. in Table C2A, the 
flight simulator motion cueing system should have a high tilt co-
ordination gain, high rotational gain, and high correlation with 
respect to the helicopter simulation model.
    (4) Data Recording. The minimum list of parameters provided 
should allow for the determination of the flight simulator's motion 
cueing performance signature for the initial qualification 
evaluation. The following parameters are recommended as being 
acceptable to perform such a function:
    (a) Flight model acceleration and rotational rate commands at 
the pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion 
vibrations may be used to verify that the flight simulator can 
reproduce the frequency content of the helicopter when flown in 
specific conditions. The test results should be presented as a Power 
Spectral Density (PSD) plot with frequencies on the horizontal axis 
and amplitude on the vertical axis. The helicopter data and flight 
simulator data should be presented in the same format with the same 
scaling. The algorithms used for generating the flight simulator 
data should be the same as those used for the helicopter data. If 
they are not the same then the algorithms used for the flight 
simulator data should be proven to be sufficiently comparable. As a 
minimum the results along the dominant axes should be presented and 
a rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot 
should be considered while focusing on the dominant frequencies. 
Less emphasis should be placed on the differences at the high 
frequency and low amplitude portions of the PSD plot. During the 
analysis, certain structural components of the flight simulator have 
resonant frequencies that are filtered and may not appear in the PSD 
plot. If filtering is required, the notch filter bandwidth should be 
limited to 1 Hz to ensure that the buffet feel is not adversely 
affected. In addition, a rationale should be provided to explain 
that the characteristic motion vibration is not being adversely 
affected by the filtering. The amplitude should match helicopter 
data as described below. However, if the PSD plot was altered for 
subjective reasons, a rationale should be provided to justify the 
change. If the plot is on a logarithmic scale it may be difficult to 
interpret the amplitude of the buffet in terms of acceleration. For 
example, a 1x10-3 grams\2\/Hz would describe a heavy 
buffet and may be seen in the deep stall regime. Alternatively, a 
1x10-6 grams\2\/Hz buffet is almost imperceptable; but 
may represent a flap buffet at low speed. The previous two examples 
differ in magnitude by 1000. On a PSD plot this represents three 
decades (one decade is a change in order of magnitude of 10; and two 
decades is a change in order of magnitude of 100).
    f. Table C2B, Motion System Recommendations for Level C and 
Level D Helicopter Simulators, contains a description of the 
parameters that should be present in a ZFT level simulator motion 
system to provide adequate on-set motion cues to helicopter pilots. 
The information provided covers the six axes of motion (pitch, roll, 
yaw, vertical, lateral, and longitudinal) and addresses 
displacement, velocity, and acceleration. Also included is 
information about the parameters for initial rotational and linear 
acceleration. The parameters listed in this table apply only to ZFT 
level simulators, and are presented here as recommended targets for 
motion system capability. They are not requirements.

    Table C2B.--Motion System Recommendations for Level C and Level D
                          Helicopter Simulators
------------------------------------------------------------------------
 
------------------------------------------------------------------------
a..........  Motion System Envelope
a.1........  Pitch
a.1.a......     Displacement.  25[deg].
a.1.b......     Velocity.....  20[deg]/sec.
a.1.c......     Acceleration.  100[deg]/sec\2\.
a.2........  Roll
a.2.a......     Displacement.  25[deg].
a.2.b......     Velocity.....  20[deg]/sec.
a.2.c......     Acceleration.  100[deg]/sec\2\.
a.3........  Yaw
a.3.a......     Displacement.  25[deg].
a.3.b......     Velocity -...  20[deg]/sec.
a.3.c......     Acceleration.  100[deg]/sec\2\.
a.4........  Vertical
a.4.a......     Displacement.  34 in.

[[Page 59789]]

 
a.4.b......     Velocity.....  24 in.
a.4.c......     Acceleration.  0.8 g.
a.5........  Lateral
a.5.a......     Displacement.  45 in.
a.5.b......     Velocity.....  28 in/sec.
a.5.c......     Acceleration.  0.6 g.
a.6........  Longitudinal
a.6.a......     Displacement.  34 in.
a.6.b......     Velocity.....  28 in/sec.
a.6.c......     Acceleration.  0.6 g.
a.7........  Initial Rotational Acceleration Ratio
                .............  All axes 300[deg]/ sec\2\/sec.
a.8........  Initial Linear Acceleration Ratio
a.8.a......     Vertical.....  6g/sec.
a.8.b......     Lateral......  3g/sec.
a.8.c......     Longitudinal.  3g/sec.
------------------------------------------------------------------------

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    Note: Motion system baseline performance repeatability tests 
should be repeated if the simulator weight changes for any reason 
(i.e., visual change or structural change). The new results should 
be used for future comparison.

7. Sound System

    a. General. The total sound environment in the helicopter is 
very complex, and changes with atmospheric conditions, helicopter 
configuration, airspeed, altitude, and power settings. Flight deck 
sounds are an important component of the flight deck operational 
environment and provide valuable information to the flight crew. 
These aural cues can either assist the crew (as an indication of an 
abnormal situation), or hinder the crew (as a distraction or 
nuisance). For effective training, the flight simulator should 
provide flight deck sounds that are perceptible to the pilot during 
normal and abnormal operations, and that are comparable to those of 
the helicopter. The flight simulator operator should carefully 
evaluate background noises in the location where the device will be 
installed. To demonstrate compliance with the sound requirements, 
the objective or validation tests in this attachment were selected 
to provide a representative sample of normal static conditions 
typically experienced by a pilot.
    b. Alternate propulsion. For FFS with multiple propulsion 
configurations, any condition listed in Table C2A in this attachment 
should be presented for evaluation as part of the QTG if identified 
by the helicopter manufacturer or other data supplier as 
significantly different due to a change in propulsion system (engine 
or propeller).
    c. Data and Data Collection System.
    (1) Information provided to the flight simulator manufacturer 
should be presented in the format suggested by the ``International 
Air Transport Association (IATA) Flight Simulator Design and 
Performance Data Requirements,'' as amended. This

[[Page 59791]]

information should contain calibration and frequency response data.
    (2) The system used to perform the tests listed in Table C2A 
should comply with the following standards:
    (a) The specifications for octave, half octave, and third octave 
band filter sets may be found in American National Standards 
Institute (ANSI) S1.11-1986.
    (b) Measurement microphones should be type WS2 or better, as 
described in International Electrotechnical Commission (IEC) 1094-4-
1995.
    (3) Headsets. If headsets are used during normal operation of 
the helicopter they should also be used during the flight simulator 
evaluation.
    (4) Playback equipment. Playback equipment and recordings of the 
QTG conditions should be provided during initial evaluations.
    (5) Background noise.
    (a) Background noise is the noise in the flight simulator that 
is not associated with the helicopter, but is caused by the flight 
simulator's cooling and hydraulic systems and extraneous noise from 
other locations in the building. Background noise can seriously 
impact the correct simulation of helicopter sounds, and should be 
kept below the helicopter sounds. In some cases, the sound level of 
the simulation can be increased to compensate for the background 
noise. However, this approach is limited by the specified tolerances 
and by the subjective acceptability of the sound environment to the 
evaluation pilot.
    (b) The acceptability of the background noise levels is 
dependent upon the normal sound levels in the helicopter being 
represented. Background noise levels that fall below the lines 
defined by the following points, may be acceptable:
    (i) 70 dB @ 50 Hz;
    (ii) 55 dB @ 1000 Hz;
    (iii) 30 dB @ 16 kHz.
    (Note: These limits are for unweighted 1/3 octave band sound 
levels. Meeting these limits for background noise does not ensure an 
acceptable flight simulator. Helicopter sounds that fall below this 
limit require careful review and may require lower limits on 
background noise.)
    (6) Validation testing. Deficiencies in helicopter recordings 
should be considered when applying the specified tolerances to 
ensure that the simulation is representative of the helicopter. 
Examples of typical deficiencies are:
    (a) Variation of data between tail numbers.
    (b) Frequency response of microphones.
    (c) Repeatability of the measurements.

                       Table C2C.--Example of Recurrent Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                      Initial        Recurrent
                      Band center frequency                           results         results        Absolute
                                                                      (dBSPL)         (dBSPL)       difference
----------------------------------------------------------------------------------------------------------------
50..............................................................            75.0            73.8             1.2
63..............................................................            75.9            75.6             0.3
80..............................................................            77.1            76.5             0.6
100.............................................................            78.0            78.3             0.3
125.............................................................            81.9            81.3             0.6
160.............................................................            79.8            80.1             0.3
200.............................................................            83.1            84.9             1.8
250.............................................................            78.6            78.9             0.3
315.............................................................            79.5            78.3             1.2
400.............................................................            80.1            79.5             0.9
500.............................................................            80.7            79.8             0.9
630.............................................................            81.9            80.4             1.5
800.............................................................            73.2            74.1             0.9
1000............................................................            79.2            80.1             0.9
1250............................................................            80.7            82.8             2.1
1600............................................................            81.6            78.6             3.0
2000............................................................            76.2            74.4             1.8
2500............................................................            79.5            80.7             1.2
3150............................................................            80.1            77.1             3.0
4000............................................................            78.9            78.6             0.3
5000............................................................            80.1            77.1             3.0
6300............................................................            80.7            80.4             0.3
8000............................................................            84.3            85.5             1.2
10000...........................................................            81.3            79.8             1.5
12500...........................................................            80.7            80.1             0.6
16000...........................................................            71.1            71.1             0.0
                                                                 -----------------------------------------------
                                                                              Average                        1.1
----------------------------------------------------------------------------------------------------------------

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

    a. Typically, a helicopter manufacturer's approved final data 
for performance, handling qualities, systems or avionics is not 
available until well after a new or derivative helicopter has 
entered service. However, flight crew training and certification 
often begins several months prior to the entry of the first 
helicopter into service. Consequently, it may be necessary to use 
preliminary data provided by the helicopter manufacturer for interim 
qualification of flight simulators.
    b. In these cases, the NSPM may accept certain partially 
validated preliminary helicopter and systems data, and early release 
``red label'' avionics data in order to permit the necessary program 
schedule for training, certification, and service introduction.
    c. Simulator sponsors seeking qualification based on preliminary 
data should consult the NSPM to make special arrangements for using 
preliminary data for flight simulator qualification. The sponsor 
should also consult the helicopter and flight simulator 
manufacturers to develop a data plan and flight simulator 
qualification plan.
    d. The procedure to be followed to gain NSPM acceptance of 
preliminary data will vary from case to case and between helicopter 
manufacturers. Each helicopter manufacturer's new helicopter 
development and test program is designed to suit the needs of the 
particular project and may not contain the same events or sequence 
of events as another manufacturer's program or even the same 
manufacturer's program for a different helicopter. Therefore, there 
cannot be a prescribed invariable procedure for acceptance of 
preliminary data; instead there should be a statement describing the 
final sequence of events, data sources, and validation procedures 
agreed by the simulator sponsor, the helicopter manufacturer, the 
flight simulator manufacturer, and the NSPM. Note: A description of 
helicopter manufacturer-provided data needed for flight simulator

[[Page 59792]]

modeling and validation is to be found in the IATA Document ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    e. The preliminary data should be the manufacturer's best 
representation of the helicopter, with assurance that the final data 
will not deviate significantly from the preliminary estimates. Data 
derived from these predictive or preliminary techniques should be 
validated by available sources including, at least, the following:
    (1) Manufacturer's engineering report. The report should explain 
the predictive method used and illustrate past success of the method 
on similar projects. For example, the manufacturer could show the 
application of the method to an earlier helicopter model or predict 
the characteristics of an earlier model and compare the results to 
final data for that model.
    (2) Early flight test results. This data is often derived from 
helicopter certification tests and should be used to maximum 
advantage for early flight simulator validation. Certain critical 
tests that would normally be done early in the helicopter 
certification program should be included to validate essential pilot 
training and certification maneuvers. These tests include cases 
where a pilot is expected to cope with a helicopter failure mode or 
an engine failure. The early data available will depend on the 
helicopter manufacturer's flight test program design and may not be 
the same in each case. The flight test program of the helicopter 
manufacturer should include provisions for generation of very early 
flight tests results for flight simulator validation.
    f. The use of preliminary data is not indefinite. The helicopter 
manufacturer's final data should be available within 12 months after 
the helicopter first entry into service or as agreed by the NSPM, 
the simulator sponsor, and the helicopter manufacturer. When 
applying for interim qualification using preliminary data, the 
simulator sponsor and the NSPM should agree on the update program. 
This includes specifying that the final data update will be 
installed in the flight simulator within a period of 12 months 
following the final data release, unless special conditions exist 
and a different schedule is acceptable. The flight simulator 
performance and handling validation would then be based on data 
derived from flight tests. Initial helicopter systems data should be 
updated after engineering tests. Final helicopter systems data 
should also be used for flight simulator programming and validation.
    g. Flight simulator avionics should stay essentially in step 
with helicopter avionics (hardware and software) updates. The 
permitted time lapse between helicopter and flight simulator updates 
should be minimal. It may depend on the magnitude of the update and 
whether the QTG and pilot training and certification are affected. 
Differences in helicopter and flight simulator avionics versions and 
the resulting effects on flight simulator qualification should be 
agreed between the simulator sponsor and the NSPM. Consultation with 
the flight simulator manufacturer is desirable throughout the 
qualification process.
    h. The following describes an example of the design data and 
sources that might be used in the development of an interim 
qualification plan.
    (1) The plan should consist of the development of a QTG based 
upon a mix of flight test and engineering simulation data. For data 
collected from specific helicopter flight tests or other flights the 
required design model or data changes necessary to support an 
acceptable Proof of Match (POM) should be generated by the 
helicopter manufacturer.
    (2) For proper validation of the two sets of data, the 
helicopter manufacturer should compare their simulation model 
responses against the flight test data, when driven by the same 
control inputs and subjected to the same atmospheric conditions as 
recorded in the flight test. The model responses should result from 
a simulation where the following systems are run in an integrated 
fashion and are consistent with the design data released to the 
flight simulator manufacturer:
    (a) Propulsion.
    (b) Aerodynamics.
    (c) Mass properties.
    (d) Flight controls.
    (e) Stability augmentation.
    (f) Brakes/landing gear.
    i. A qualified test pilot should be used to assess handling 
qualities and performance evaluations for the qualification of 
flight simulators of new helicopter types.

End Information

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

Begin QPS Requirement

9. Engineering Simulator--Validation Data

    a. When a fully validated simulation (i.e., validated with 
flight test results) is modified due to changes to the simulated 
helicopter configuration, the helicopter manufacturer or other 
acceptable data supplier must coordinate with the NSPM to supply 
validation data from an ``audited'' engineering simulator/simulation 
to selectively supplement flight test data. The NSPM must be 
provided an opportunity to audit the use of the engineering 
simulation or the engineering simulator during the acquisition of 
the data that will be used as validation data. Audited data may be 
used for changes that are incremental in nature. Manufacturers or 
other data suppliers should be able to demonstrate that the 
predicted changes in helicopter performance are based on acceptable 
aeronautical principles with proven success history and valid 
outcomes. This should include comparisons of predicted and flight 
test validated data.
    b. Helicopter manufacturers or other acceptable data suppliers 
seeking to use an engineering simulator for simulation validation 
data as an alternative to flight-test derived validation data, must 
contact the NSPM and provide the following:
    (1) A description of the proposed aircraft changes, a 
description of the proposed simulation model changes, and the use of 
an integral configuration management process, including an audit of 
the actual simulation model modifications that includes a step-by-
step description leading from the original model(s) to the current 
model(s).
    (2) A schedule for review by the NSPM of the proposed plan and 
the subsequent validation data to establish acceptability of the 
proposal.
    (3) Information that demonstrates an ability to qualify the FFS 
in which this data is to be used in accordance with the criteria 
contained in Sec.  60.15.
    c. To be qualified to supply engineering simulator validation 
data, for aerodynamic, engine, flight control, or ground handling 
models, a helicopter manufacturer or other acceptable data supplier 
must:
    (1) Be able to verify their ability to:
    (a) Develop and implement high fidelity simulation models; and
    (b) Predict the handling and performance characteristics of a 
helicopter with sufficient accuracy to avoid additional flight test 
activities for those handling and performance characteristics.
    (2) Have an engineering simulator that:
    (a) Is a physical entity, complete with a flight deck 
representative of the simulated class of helicopter;
    (b) Has controls sufficient for manual flight;
    (c) Has models that run in an integrated manner;
    (d) Had fully flight-test validated simulation models as the 
original or baseline simulation models;
    (e) Has an out-of-the-flight deck visual system;
    (f) Has actual avionics boxes interchangeable with the 
equivalent software simulations to support validation of released 
software;
    (g) Uses the same models as released to the training community 
(which are also used to produce stand-alone proof-of-match and 
checkout documents);
    (h) Is used to support helicopter development and certification; 
and
    (i) Has been found to be a high fidelity representation of the 
helicopter by the manufacturer's pilots (or other acceptable data 
supplier), certificate holders, and the NSPM.
    (3) Use the engineering simulator to produce a representative 
set of integrated proof-of-match cases.
    (4) Use a configuration control system covering hardware and 
software for the operating components of the engineering simulator.
    (5) Demonstrate that the predicted effects of the change(s) are 
within the provisions of sub-paragraph ``a'' of this section, and 
confirm that additional flight test data are not required.
    d. Additional Requirements for Validation Data
    (1) When used to provide validation data, an engineering 
simulator must meet the simulator standards currently applicable to 
training simulators except for the data package.
    (2) The data package used must be:
    (a) Comprised of the engineering predictions derived from the 
helicopter design, development, or certification process;
    (b) Based on acceptable aeronautical principles with proven 
success history and valid outcomes for aerodynamics, engine 
operations, avionics operations, flight control applications, or 
ground handling;
    (c) Verified with existing flight-test data; and

[[Page 59793]]

    (d) Applicable to the configuration of a production helicopter, 
as opposed to a flight-test helicopter.
    (3) Where engineering simulator data are used as part of a QTG, 
an essential match must exist between the training simulator and the 
validation data.
    (4) Training flight simulator(s) using these baseline and 
modified simulation models must be qualified to at least 
internationally recognized standards, such as contained in the ICAO 
Document 9625, the ``Manual of Criteria for the Qualification of 
Flight Simulators.''

End QPS Requirement

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

10. [Reserved]

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

Begin QPS Requirement

11. Validation Test Tolerances

    a. Non-Flight-Test Tolerances. If engineering simulator data or 
other non-flight-test data are used as an allowable form of 
reference validation data for the objective tests listed in Table 
C2A of this attachment, the data provider must supply a well-
documented mathematical model and testing procedure that enables a 
replication of the engineering simulation results within 20% of the 
corresponding flight test tolerances.

End QPS Requirement

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

Begin Information

    b. Background
    (1) The tolerances listed in Table C2A of this attachment are 
designed to measure the quality of the match using flight-test data 
as a reference.
    (2) Good engineering judgment should be applied to all 
tolerances in any test. A test is failed when the results fall 
outside of the prescribed tolerance(s).
    (3) Engineering simulator data are acceptable because the same 
simulation models used to produce the reference data are also used 
to test the flight training simulator (i.e., the two sets of results 
should be ``essentially'' similar).
    (4) The results from the two sources may differ for the 
following reasons:
    (a) Hardware (avionics units and flight controls);
    (b) Iteration rates;
    (c) Execution order;
    (d) Integration methods;
    (e) Processor architecture;
    (f) Digital drift, including:
    (i) Interpolation methods;
    (ii) Data handling differences;
    (iii) Auto-test trim tolerances.
    (5) Any differences must be within 20% of the flight test 
tolerances. The reasons for any differences, other than those listed 
above, should be explained.
    (6) Guidelines are needed for the application of tolerances to 
engineering-simulator-generated validation data because:
    (a) Flight-test data are often not available due to sound 
technical reasons;
    (b) Alternative technical solutions are being advanced; and
    (c) The costs are high.

12. Validation Data Roadmap

    a. Helicopter manufacturers or other data suppliers should 
supply a validation data roadmap (VDR) document as part of the data 
package. A VDR document contains guidance material from the 
helicopter validation data supplier recommending the best possible 
sources of data to be used as validation data in the QTG. A VDR is 
of special value when requesting interim qualification, 
qualification of simulators for helicopters certificated prior to 
1992, and qualification of alternate engine or avionics fits. A 
sponsor seeking to have a device qualified in accordance with the 
standards contained in this QPS appendix should submit a VDR to the 
NSPM as early as possible in the planning stages. The NSPM is the 
final authority to approve the data to be used as validation 
material for the QTG. The NSPM and the Joint Aviation Authorities' 
Synthetic Training Devices Advisory Board have committed to maintain 
a list of agreed VDRs.
    b. The VDR should identify (in matrix format) sources of data 
for all required tests. It should also provide guidance regarding 
the validity of these data for a specific engine type, thrust rating 
configuration, and the revision levels of all avionics affecting 
helicopter handling qualities and performance. The VDR should 
include rationale or explanation in cases where data or parameters 
are missing, engineering simulation data are to be used, flight test 
methods require explanation, or where there is any deviation from 
data requirements. Additionally, the document should refer to other 
appropriate sources of validation data (e.g., sound and vibration 
data documents).
    c. The VDR table shown in Table C2D depicts a generic roadmap 
matrix identifying sources of validation data for an abbreviated 
list of tests. A complete matrix should address all test conditions.
    d. Two examples of rationale pages are presented in Appendix F 
of IATA Flight Simulator Design and Performance Data Requirements 
document. These illustrate the type of helicopter and avionics 
configuration information and descriptive engineering rationale used 
to describe data anomalies, provide alternative data, or provide an 
acceptable basis for obtaining deviations from QTG validation 
requirements.

End Information

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Begin Information

13. [Reserved]

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

    a. Background
    (1) For a new helicopter type, the majority of flight validation 
data are collected on the first helicopter configuration with a 
``baseline'' flight-related avionics ship-set; (see subparagraph 
b.(2) in this paragraph.) These data are then used to validate all 
flight simulators representing that helicopter type.
    (2) Additional validation data may be needed for flight 
simulators representing a helicopter with avionics of a different 
hardware design than the baseline, or a different software revision 
than that of previously validated configurations.
    (3) When a flight simulator with additional or alternate 
avionics configurations is to be qualified, the QTG should contain 
tests against validation data for selected cases where avionics 
differences are expected to be significant. b. Approval Guidelines 
For Validating Alternate Avionics
    (1) The following guidelines apply to flight simulators 
representing helicopters with a revised avionics configuration, or 
more than one avionics configuration.
    (2) The baseline validation data should be based on flight test 
data, except where other data are specifically allowed (e.g., 
engineering flight simulator data).
    (3) The helicopter avionics can be segmented into two groups, 
systems or components whose functional behavior contributes to the 
aircraft response presented in the QTG results, and systems that do 
not. The following avionics are examples of contributory systems for 
which hardware design changes or software revisions may

[[Page 59795]]

lead to significant differences in the aircraft response relative to 
the baseline avionics configuration: flight control computers and 
controllers for engines, autopilot, braking system, and nose wheel 
steering system, if applicable. Related avionics such as 
augmentation systems should also be considered.
    (4) The acceptability of validation data used in the QTG for an 
alternative avionics fit should be determined as follows:
    (a) For changes to an avionics system or component that do not 
affect QTG validation test response, the QTG test can be based on 
validation data from the previously validated avionics 
configuration.
    (b) For an avionics change to a contributory system, where a 
specific test is not affected by the change (e.g., the avionics 
change is a Built In Test Equipment (BITE) update or a modification 
in a different flight phase), the QTG test can be based on 
validation data from the previously-validated avionics 
configuration. The QTG should include authoritative justification 
(e.g., from the helicopter manufacturer or system supplier) that 
this avionics change does not affect the test.
    (c) For an avionics change to a contributory system, the QTG may 
be based on validation data from the previously-validated avionics 
configuration if no new functionality is added and the impact of the 
avionics change on the helicopter response is based on acceptable 
aeronautical principles with proven success history and valid 
outcomes. This should be supplemented with avionics-specific 
validation data from the helicopter manufacturer's engineering 
simulation, generated with the revised avionics configuration. The 
QTG should include an explanation of the nature of the change and 
its effect on the helicopter response.
    (d) For an avionics change to a contributory system that 
significantly affects some tests in the QTG, or where new 
functionality is added, the QTG should be based on validation data 
from the previously validated avionics configuration and 
supplemental avionics-specific flight test data sufficient to 
validate the alternate avionics revision. Additional flight test 
validation data may not be needed if the avionics changes were 
certified without the need for testing with a comprehensive flight 
instrumentation package. The helicopter manufacturer should 
coordinate flight simulator data requirements in advance with the 
NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG 
indicating the appropriate validation data source for each test. The 
roadmap should include identification of the revision state of those 
contributory avionics systems that could affect specific test 
responses.

15. Transport Delay Testing

    a. This paragraph describes how to determine the introduced 
transport delay through the flight simulator system so that it does 
not exceed a specific time delay. The transport delay should be 
measured from control inputs through the interface, through each of 
the host computer modules and back through the interface to motion, 
flight instrument, and visual systems. The transport delay should 
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled helicopters;
    (2) Simulation of computer controlled helicopters using real 
helicopter black boxes;
    (3) Simulation of computer controlled helicopters using software 
emulation of helicopter boxes;
    (4) Simulation using software avionics or re-hosted instruments.
    c. Figure C2C illustrates the total transport delay for a non-
computer-controlled helicopter or the classic transport delay test. 
Since there are no helicopter-induced delays for this case, the 
total transport delay is equivalent to the introduced delay.
    d. Figure C2D illustrates the transport delay testing method 
using the real helicopter controller system.
    e. To obtain the induced transport delay for the motion, 
instrument and visual signal, the delay induced by the helicopter 
controller should be subtracted from the total transport delay. This 
difference represents the introduced delay and should not exceed the 
standards prescribed in Table C1A.
    f. Introduced transport delay is measured from the flight deck 
control input to the reaction of the instruments and motion and 
visual systems (See Figure C2C).
    g. The control input may also be introduced after the helicopter 
controller system input and the introduced transport delay may be 
measured directly from the control input to the reaction of the 
instruments, and simulator motion and visual systems (See Figure 
C2D).
    h. Figure C2E illustrates the transport delay testing method 
used on a flight simulator that uses a software emulated helicopter 
controller system.
    i. It is not possible to measure the introduced transport delay 
using the simulated helicopter controller system architecture for 
the pitch, roll and yaw axes. Therefore, the signal should be 
measured directly from the pilot controller. The flight simulator 
manufacturer should measure the total transport delay and subtract 
the inherent delay of the actual helicopter components because the 
real helicopter controller system has an inherent delay provided by 
the helicopter manufacturer. The flight simulator manufacturer 
should ensure that the introduced delay does not exceed the 
standards prescribed in Table C1A.
    j. Special measurements for instrument signals for flight 
simulators using a real helicopter instrument display system instead 
of a simulated or re-hosted display. For flight instrument systems, 
the total transport delay should be measured and the inherent delay 
of the actual helicopter components subtracted to ensure that the 
introduced delay does not exceed the standards prescribed in Table 
C1A.
    (1) Figure C2FA illustrates the transport delay procedure 
without airplane display simulation. The introduced delay consists 
of the delay between the control movement and the instrument change 
on the data bus.
    (2) Figure C2FB illustrates the modified testing method required 
to measure introduced delay due to software avionics or re-hosted 
instruments. The total simulated instrument transport delay is 
measured and the helicopter delay should be subtracted from this 
total. This difference represents the introduced delay and should 
not exceed the standards prescribed in Table C1A. The inherent delay 
of the helicopter between the data bus and the displays is indicated 
in figure C2FA. The display manufacturer should provide this delay 
time.
    k. Recorded signals. The signals recorded to conduct the 
transport delay calculations should be explained on a schematic 
block diagram. The flight simulator manufacturer should also provide 
an explanation of why each signal was selected and how they relate 
to the above descriptions.
    l. Interpretation of results. Flight simulator results vary over 
time from test to test due to ``sampling uncertainty.'' All flight 
simulators run at a specific rate where all modules are executed 
sequentially in the host computer. The flight controls input can 
occur at any time in the iteration, but these data will not be 
processed before the start of the new iteration. For example, a 
flight simulator running at 60 Hz may have a difference of as much 
as 16.67 msec between results. This does not mean that the test has 
failed. Instead, the difference is attributed to variation in input 
processing. In some conditions, the host simulator and the visual 
system do not run at the same iteration rate, so the output of the 
host computer to the visual system will not always be synchronized.
    m. The transport delay test should account for both daylight and 
night modes of operation of the visual system. In both cases, the 
tolerances prescribed in Table C1A should be met and the motion 
response should occur before the end of the first video scan 
containing new information.
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BILLING CODE 4910-13-C

16. Continuing Qualification Evaluations--Validation Test Data 
Presentation

    a. Background.
    (1) The MQTG is created during the initial evaluation of a 
flight simulator. This is the master document, as amended, to which 
flight simulator continuing qualification evaluation test results 
are compared.
    (2) The currently accepted method of presenting continuing 
qualification evaluation test results is to provide flight simulator 
results over-plotted with reference data. Test results are carefully 
reviewed to determine if the test is within the specified 
tolerances. This can be a time consuming process, particularly when 
reference data exhibits rapid variations or an apparent anomaly 
requiring engineering judgment in the application of the tolerances. 
In these cases, the solution is to compare the results to the MQTG. 
The continuing qualification results are compared to the results in 
the MQTG for acceptance. The flight simulator operator and the NSPM 
should look for any change in the flight simulator performance since 
initial qualification.
    b. Continuing Qualification Evaluation Test Results 
Presentation.
    (1) Flight simulator operators are encouraged to over-plot 
continuing qualification validation test results with MQTG flight 
simulator results recorded during the initial evaluation and as 
amended. Any change in a validation test will be readily apparent. 
In addition to plotting continuing qualification validation test and 
MQTG results, operators may elect to plot reference data.
    (2) There are no suggested tolerances between flight simulator 
continuing qualification and MQTG validation test results. 
Investigation of any discrepancy between the MQTG and continuing 
qualification flight simulator performance is left to the discretion 
of the flight simulator operator and the NSPM.
    (3) Differences between the two sets of results, other than 
variations attributable to repeatability issues that cannot be 
explained should be investigated.

[[Page 59798]]

    (4) The flight simulator should retain the ability to over-plot 
both automatic and manual validation test results with reference 
data.

End Information

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Begin QPS Requirements

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

    a. Sponsors are not required to use the alternative data 
sources, procedures, and instrumentation. However, any sponsor 
choosing to use alternative sources must comply with the 
requirements in Table C2E.

End QPS Requirements

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

Begin Information

    b. It has become standard practice for experienced simulator 
manufacturers to use such techniques as a means of establishing data 
bases for new simulator configurations while awaiting the 
availability of actual flight test data. The data generated from the 
aerodynamic modeling techniques is then compared to the flight test 
data when it becomes available. The results of such comparisons have 
become increasingly consistent, indicating that these techniques, 
applied with appropriate experience, are dependable and accurate for 
the development of aerodynamic models for use in Level B simulators.
    c. Based on this history of successful comparisons, the NSPM has 
concluded that those who are experienced in the development of 
aerodynamic models for simulator application can successfully use 
these modeling techniques to alter the method for acquiring flight 
test data for Level B simulators.
    d. The information in Table C2E (Alternative Data Sources, 
Procedures, and Information) is presented to describe an acceptable 
alternative to data sources for simulator modeling and validation 
and an acceptable alternative to the procedures and instrumentation 
traditionally used to gather such modeling and validation data.
    (1) Alternative data sources that may be used for part or all of 
a data requirement are the Helicopter Maintenance Manual, the 
Rotorcraft Flight Manual (RFM), Helicopter Design Data, the Type 
Inspection Report (TIR), Certification Data or acceptable 
supplemental flight test data.
    (2) The sponsor should coordinate with the NSPM prior to using 
alternative data sources in a flight test or data gathering effort.
    e. The NSPM position on the use of these alternative data 
sources, procedures, and instrumentation is based on the use of a 
rigorously defined and fully mature simulation controls system model 
that includes accurate gearing and cable stretch characteristics 
(where applicable), determined from actual aircraft measurements. 
The model does not require control surface position measurements in 
the flight test objective data in these limited applications.
    f. Data may be acquired by using an inertial measurement system 
and a synchronized video of the calibrated helicopter instruments, 
including the inclinometer; the force/position measurements of 
flight deck controls; and a clear visual directional reference for a 
known magnetic bearing (e.g., a runway centerline). Ground track and 
wind corrected heading may be used for sideslip angle.
    g. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding helicopters with reversible control systems. 
This table is not applicable to Computer Controlled Aircraft flight 
simulators.
    h. Use of these alternate data sources, procedures, and 
instrumentation does not relieve the sponsor from compliance with 
the balance of the information contained in this document relative 
to Level B FFSs.
    i. The term ``inertial measurement system'' is used in table C2E 
include the use of a functional global positioning system (GPS).
    j. Synchronized video for the use of alternative data sources, 
procedures, and instrumentation should have:
    (1) sufficient resolution to allow magnification of the display 
to make appropriate measurement and comparisons; and
    (2) sufficient size and incremental marking to allow similar 
measurement and comparison. The detail provided by the video should 
provide sufficient clarity and accuracy to measure the necessary 
parameter(s) to at least \1/2\ of the tolerance authorized for the 
specific test being conducted and allow an integration of the 
parameter(s) in question to obtain a rate of change.

End Information

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                      Table C2E.--Alternative Data Sources, Procedures, and Instrumentation
 [The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C
                                                 are not used.]
----------------------------------------------------------------------------------------------------------------
                                                QPS requirements
-----------------------------------------------------------------------------------------------------------------
      Table of objective tests                           Alternative data sources,
-------------------------------------   Level B only          procedures, and            Notes and reminders
   Test reference number and title                            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1.a. Performance. Engine Start                 X   Data may be acquired using a
 and Accelerations.                                     synchronized video
                                                        recording of all engine
                                                        instruments, start buttons,
                                                        means for fuel introduction
                                                        and means for moving from
                                                        ``idle'' to ``flight.'' A
                                                        stopwatch is necessary.
1.a.1.b. Performance. Steady State                 X   Data may be acquired using a
 Idle and Operating RPM Conditions.                     synchronized video
                                                        recording of all engine
                                                        instruments, and include
                                                        the status of the means for
                                                        moving from ``idle'' to
                                                        ``flight.''
1.a.2. Performance. Power Turbine                  X   Data may be acquired using a
 Speed Trim.                                            synchronized video
                                                        recording of all engine
                                                        instruments. Speed trim
                                                        actuator position may be
                                                        hand recorded.
1.a.3. Performance. Engine and Rotor               X   Data may be acquired by
 Speed Governing.                                       using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.b.1. Performance. On Surface Taxi.               X   TIR, AFM, or Design data may
 Minimum Radius turn.                                   be used.

[[Page 59799]]

 
1.b.2. Performance. On Surface Taxi                X   Data may be acquired by       A single procedure may not
 Rate of Turn vs. Nosewheel Steering                    using a constant tiller       be adequate for all
 Angle.                                                 position (measured with a     rotorcraft steering
                                                        protractor), or full pedal    systems. Appropriate
                                                        application for steady        measurement procedures
                                                        state turn, and               must be devised and
                                                        synchronized video of         proposed for NSPM
                                                        heading indicator. If less    concurrence.
                                                        than full pedal is used,
                                                        pedal position must be
                                                        recorded.
1.b.3 Performance. Taxi.............               X   Data may be acquired by
                                                        using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.b.4. Performance. Brake...........               X   Data may be acquired using a
                                                        stopwatch and a means for
                                                        measuring distance such as
                                                        runway distance markers
                                                        conforming with runway
                                                        distance marker standards.
1.c.1. Performance. Running Takeoff.               X   Preliminary certification
                                                        data may be used. Data may
                                                        be acquired by using a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
                                                        Collective, cyclic, and
                                                        pedal position time history
                                                        should be recorded from the
                                                        start of collective
                                                        movement through to normal
                                                        climb. Indicated torque
                                                        settings may be hand
                                                        recorded at the moment of
                                                        lift-off and in a steady
                                                        normal climb.
1.c.2 Performance. One Engine                      X   Data may be acquired by
 Inoperative (OEI), continued                           using a synchronized video
 takeoff.                                               of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls. Collective,
                                                        cyclic, and pedal position
                                                        time history should be
                                                        recorded from the start of
                                                        collective movement through
                                                        to normal OEI climb.
                                                        Indicated torque settings
                                                        may be hand recorded at the
                                                        moment of lift-off and in a
                                                        steady normal OEI climb.
1.f. Performance. Level Flight.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.g. Performance. Normal Climb.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.1. Descent Performance and                     X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.2. Autorotation Performance and                X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.j.1. Performance. Running Landing                X   Data may be acquired by
 All Engines.                                           using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.

[[Page 59800]]

 
1.j.2. Performance. Running Landing                X   Data may be acquired by
 One Engine Inoperative.                                using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.j.3. Performance. Balked Landing..               X   Data may be acquired by
                                                        using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls. The synchronized
                                                        video must record the time
                                                        of the ``balk landing''
                                                        decision.
2.a.1. Handling Qualities. Static                  X   Control positions can be
 Control Checks. Cyclic Controller                      obtained using continuous
 Position vs. Force.                                    control position
                                                        recordings. Force data may
                                                        be acquired by using a hand
                                                        held force gauge so that
                                                        the forces can be cross-
                                                        plotted against control
                                                        position in each of the
                                                        control axes.
2.a.2. Handling Qualities. Static                  X   Control positions can be
 Control Checks. Collective/Pedals                      obtained using continuous
 vs. Force.                                             control position
                                                        recordings. Force data may
                                                        be acquired by using a hand
                                                        held force gauge so that
                                                        the forces can be cross-
                                                        plotted against control
                                                        position in each of the
                                                        control axes.
2.a.3. Handling Qualities. Brake                   X   Brake pedal positions can be
 Pedal Force vs. Position.                              obtained using continuous
                                                        position recordings. Force
                                                        data may be acquired by
                                                        using a hand held force
                                                        gauge so that the forces
                                                        can be cross-plotted
                                                        against brake pedal
                                                        position.
2.a.4. Handling Qualities. Trim                    X   Control positions can be
 System Rate (all applicable                            obtained using continuous
 systems).                                              control position recordings
                                                        plotted against time to
                                                        provide rate in each
                                                        applicable system.
2.a.6. Handling Qualities. Control                 X   Data may be acquired by
 System Freeplay.                                       direct measurement.
2.c.1. Longitudinal Handling                       X   Data may be acquired by
 qualities. Control Response.                           using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.2. Longitudinal Handling                       X   Data may be acquired by
 qualities. Static Stability.                           using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.3.a Longitudinal Handling                      X   Data may be acquired by
 qualities. Dynamic Stability, Long                     using an inertial
 Term Response.                                         measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.c.3.b. Longitudinal Handling                     X   Data may be acquired by
 qualities. Dynamic Stability, Short                    using an inertial
 Term Response.                                         measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.

[[Page 59801]]

 
2.c.4. Longitudinal Handling                       X   Data may be acquired by
 qualities. Maneuvering stability.                      using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.d.1.a Lateral Handling qualities.                X   Data may be acquired by
 Control Response.                                      using an inertial
                                                        measurement system, a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
2.d.1.b Directional Handling                       X   Data may be acquired by
 qualities. Control response.                           using an inertial
                                                        measurement system and a
                                                        synchronized video of
                                                        calibrated helicopter
                                                        instruments and force/
                                                        position measurements of
                                                        flight deck directional
                                                        controls.
2.d.2. Handling qualities.                         X   Data may be acquired by
 Directional Static Stability.                          using an inertial
                                                        measurement system and a
                                                        synchronized video of
                                                        calibrated helicopter
                                                        instruments and force/
                                                        position measurements of
                                                        flight deck directional
                                                        controls.
2.d.3.a Handling qualities Dynamic                 X   Data may be acquired by
 Lateral and Directional Stability                      using an inertial
 Lateral-Directional Oscillations.                      measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls, and a
                                                        stop watch.
2.d.3.b. Handling qualities Dynamic                X   Data may be acquired by
 Lateral and Directional Stability                      using an inertial
 Spiral Stability.                                      measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls, and a
                                                        stop watch.
2.d.3.c Handling qualities. Dynamic                X   Data may be acquired by
 Lateral and Directional Stability.                     using an inertial
 Adverse/Proverse Yaw.                                  measurement system and a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments, the force/
                                                        position measurements of
                                                        flight deck controls.
----------------------------------------------------------------------------------------------------------------

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

Begin Information

18. Visual Display Systems

    a. Basic principles of an FSTD collimated display:
    (1) The essential feature of a collimated display is that light 
rays coming from a given point in a picture are parallel. There are 
two main implications of the parallel rays:
    (a) The viewer's eyes focus at infinity and have zero 
convergence, providing a cue that the object is distant; and
    (b) The angle to any given point in the picture does not change 
when viewed from a different position so the object behaves 
geometrically as though it were located at a significant distance 
from the viewer. These cues are self-consistent, and are appropriate 
for any object that has been modelled as being at a significant 
distance from the viewer.
    (2) In an ideal situation the rays are perfectly parallel, but 
most implementations provide only an approximation to the ideal. 
Typically, an FSTD display provides an image located not closer than 
about 20-33 ft (6-10 m) from the viewer, with the distance varying 
over the field of view. A schematic representation of a collimated 
display is provided in Figure C2A.
    (3) Collimated displays are well suited to many simulation 
applications as the area of interest is relatively distant from the 
observer so the angles to objects should remain independent of 
viewing position. Consider the view of the runway seen by the flight 
crew lined up on an approach. In the real world, the runway is 
distant and the light rays from the runway to the eyes are parallel. 
The runway appears to be straight ahead to both crew members. This 
situation is well simulated by a collimated display and is presented 
in Figure C2B. Note that the distance to the runway has been 
shortened for clarity. If drawn to scale, the runway would be 
farther away and the rays from the two seats would be closer to 
being parallel.
    (4) While the horizontal field of view of a collimated display 
can be extended to approximately 210[deg]-220[deg], the vertical 
field of view has been limited to about 40[deg]-45[deg]. These 
limitations result from tradeoffs in optical quality and 
interference between the display components and flight deck 
structures, but were sufficient to meet FSTD regulatory approval for 
Helicopter FSTDs. However, recent designs have been introduced with 
vertical fields of view of up to 60[deg] for helicopter 
applications.
    b. Basic principles of an FSTD dome (or non-collimated) display:
    (1) The situation in a dome display is shown in Figure C2C. As 
the angles can be correct for only one eye point at a time, the 
visual system in the figure has been aligned for the right seat eye 
point position. The runway appears to be straight ahead of the

[[Page 59802]]

aircraft for this viewer. For the left seat viewer, however, the 
runway appears to be somewhat to the right of the aircraft. As the 
aircraft is still moving towards the runway, the perceived velocity 
vector will be directed towards the runway and this will be 
interpreted as the aircraft having some yaw offset.
    (2) The situation is substantially different for near field 
objects encountered in helicopter operations close to the ground. In 
those cases, objects that should be interpreted as being close to 
the viewer will be misinterpreted as being distant in a collimated 
display. The errors can actually be reduced in a dome display.
    (3) The field of view possible with a dome display can be larger 
than that of a collimated display. Depending on the configuration, a 
field of view of 240[deg] by 90[deg] is possible and can be 
exceeded.
    c. Additional display considerations
    (1) While the situations described above are for discrete 
viewing positions, the same arguments can be extended to moving eye 
points produced by the viewer's head movement. In the real world, 
the parallax effects resulting from head movement provide distance 
cues. The effect is particularly strong for relative movement of 
flight deck structure in the near field and modelled objects in the 
distance. Collimated displays will provide accurate parallax cues 
for distant objects, but increasingly inaccurate cues for near field 
objects. The situation is reversed for dome displays.
    (2) Stereopsis cues resulting from the different images 
presented to each eye for objects relatively close to the viewer 
also provide depth cues. Again, the collimated and dome displays 
provide more or less accurate cues depending on the modelled 
distance of the objects being viewed.
    d. Training implications
    (1) In view of the basic principles described above, it is clear 
that neither display approach provides a completely accurate image 
for all possible object distances. The sponsor should consider the 
training role of the FSTD when configuring the display system to 
make the optimum choice. Factors that should be considered include 
relative importance of training tasks at low altitudes, the role of 
the two crew members in the flying tasks, and the field of view 
required for specific training tasks.
BILLING CODE 4910-13-P
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End Information

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BILLING CODE 4910-13-C

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

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

Begin QPS Requirements

1. Requirements

    a. Except for special use visual scenes and airport models 
described below, all visual scenes and airport models required by 
this part must be representations of real-world, operational 
airports or representations of fictional airports and must meet the 
requirements set out in Tables C3B and C3C of this attachment, as 
appropriate.
    b. If fictional airports are used, the sponsor must ensure that 
navigational aids and all appropriate maps, charts, and other 
navigational reference material for the fictional airports (and 
surrounding areas as necessary) are compatible, complete, and 
accurate with respect to the visual presentation and scene content 
of the visual model of this fictional airport. An SOC must be 
submitted that addresses navigation aid installation and performance 
and other criteria (including obstruction clearance protection) for 
all instrument approaches to the fictional airports that are 
available in the simulator. The SOC must reference and account for 
information in the terminal instrument procedures manual and the 
construction and availability of the required maps, charts, and 
other navigational material.

[[Page 59804]]

This material must be clearly marked ``for training purposes only.''
    c. When the simulator is being used by an instructor or 
evaluator for purposes of training, checking, or testing under this 
chapter, only visual scenes and airport models classified as Class 
I, Class II, or Class III may be available to the instructor or 
evaluator. The classifications are as follows:
    (1) Class I (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models used for 
simulator qualification at a specified level. These visual scenes 
and airport models must meet the minimum requirements in Table C3B 
of this attachment, be evaluated by the NSPM, be listed on the 
Statement of Qualification (SOQ), and be available for use at the 
simulator IOS.
    (2) Class II (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models that are in 
excess of those used for simulator qualification at a specified 
level. These visual scenes and airport models must meet the minimum 
requirements set out in Table C3C of this attachment. These visual 
scenes and airport models may be made available on the simulator IOS 
without further involvement of the NSPM or the TPAA.
    (3) For an interim period (ending 2 years after the publication 
of the final rule in the Federal Register), Class III visual scenes 
and airport models (whether modeling real world airports, generic 
airports, or fictional airports) may be approved for specific 
purposes by the TPAA or a foreign regulatory authority for a foreign 
user of the device. Examples of approved activities include specific 
airport or runway qualification, very low visibility operations 
training, including Surface Movement Guidance System (SMGS) 
operations, or use of a specific airport visual model aligned with 
an instrument procedure for another airport for instrument training. 
At the end of the interim period, all Class III visual scenes and 
airport models must be classified as either a Class I or a Class II 
visual scene or airport model or be removed from availability at the 
simulator IOS. However, Class III visual scenes and airport models 
may continue to be used after the end of the interim period if they 
are part of a training program specifically approved by the TPAA or 
other regulatory authority that uses a task and capability analysis 
as the basis for approval of this specific media element, (i.e., the 
specific scene or model selected for use in that program).
    d. When a person sponsors an FSTD maintained by a person other 
than a U.S. certificate holder, the sponsor is accountable for that 
FSTD originally meeting, and continuing to meet, the criteria under 
which it was originally qualified and the appropriate part 60 
criteria, including the visual scenes and airport models that may be 
used by instructors or evaluators for purposes of training, 
checking, or testing under this chapter.
    e. Neither Class II nor Class III airport visual models are 
required to appear on the SOQ. However, the sponsor is accountable 
that the FSTD originally meets, and continues to meet, the visual 
scene and airport model requirements for Class II or Class III 
visual scenes and airport models that may be used by instructors or 
evaluators for training, checking, or testing under this chapter.
    f. When the visual scenes and airport models represent real 
world airports and a permanent change is made to that real world 
airport (e.g., a new runway, an extended taxiway, a new lighting 
system, a runway closure) without a written extension grant from the 
NSPM (described below), an update to that visual scene or airport 
model must be made in accordance with the following time limits:
    (1) For a new airport runway, a runway extension, a new airport 
taxiway, a taxiway extension, or a runway/taxiway closure--within 60 
days of the opening for use of the new airport runway, runway 
extension, new airport taxiway, or taxiway extension; or within 60 
days of the closure of the runway or taxiway.
    (2) For a new or modified approach light system--within 30 days 
of the activation of the new or modified approach light system.
    (3) For other facility or structural changes on the airport 
(e.g., new terminal, relocation of Air Traffic Control Tower)--
within 6 months of the opening of the new or changed facility or 
structure.
    g. If a sponsor desires an extension to the time limit for an 
update to a visual scene or airport model, the sponsor must provide 
a written extension request to the POI/TCPM stating the reason for 
the update delay and a proposed completion date. A copy of this 
request must also be sent to the NSPM. The sponsor will forward a 
copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has 
granted an extension, the NSPM will issue an extension 
authorization, not to exceed an additional 12 months.

End QPS Requirements

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Begin Information

2. Discussion

    a. The subjective tests provide a basis for evaluating the 
capability of the simulator to perform over a typical utilization 
period; determining that the simulator competently simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the simulator controls, instruments, and systems. The 
items listed in the following Tables are for simulator evaluation 
purposes only. They may not be used to limit or exceed the 
authorizations for use of a given level of simulator as described on 
the 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 C3A, Operations Tasks, in this attachment 
address pilot functions, including maneuvers and procedures (called 
flight tasks), and are divided by flight phases. The performance of 
these tasks by the NSPM includes an operational examination of the 
visual system and special effects. There are flight tasks included 
to address some features of advanced technology helicopters and 
innovative training programs.
    c. The tests in Table C3A, Operations Tasks, and Table C3G, 
Instructor Operating Station, in this attachment address the overall 
function and control of the simulator including the various 
simulated environmental conditions; simulated helicopter system 
operation (normal, abnormal, and emergency); visual system displays; 
and special effects necessary to meet flight crew training, 
evaluation, or flight experience requirements.
    d. All simulated helicopter systems functions will be assessed 
for normal and, where appropriate, alternate operations. Normal, 
abnormal, and emergency operations associated with a flight phase 
will be assessed during the evaluation of flight tasks or events 
within that flight phase. Simulated helicopter systems are listed 
separately under ``Any Flight Phase'' to ensure appropriate 
attention to systems checks. Operational navigation systems 
(including inertial navigation systems, global positioning systems, 
or other long-range systems) and the associated electronic display 
systems will be evaluated if installed. The NSP pilot will include 
in his report to the TPAA, the effect of the system operation and 
any system limitation.
    e. Simulators demonstrating a satisfactory circling approach 
will be qualified for the circling approach maneuver and may be 
approved for such use by the TPAA in the sponsor's FAA-approved 
flight training program. To be considered satisfactory, the circling 
approach will be flown at maximum gross weight for landing, with 
minimum visibility for the helicopter approach category, and must 
allow proper alignment with a landing runway at least 90[deg] 
different from the instrument approach course while allowing the 
pilot to keep an identifiable portion of the airport in sight 
throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSP Pilot may assess the 
simulator for a special aspect of a sponsor's training program 
during the functions and subjective portion of an evaluation. Such 
an assessment may include a portion of a Line Oriented Flight 
Training (LOFT) scenario or special emphasis items in the sponsor's 
training program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
affect the qualification of the simulator.
    g. This appendix addresses helicopter simulators at Levels B, C, 
and D because there are no Level A Helicopter simulators.
    h. The FAA intends to allow the use of Class III visual scenes 
and airport models on a limited basis when the sponsor provides the 
TPAA (or other regulatory authority) an appropriate analysis of the 
skills, knowledge, and abilities (SKAs) necessary for competent 
performance of the tasks in which this particular media element is 
used. The analysis should describe the ability of the FSTD/visual 
media to provide an adequate environment in which the required SKAs 
may be satisfactorily performed and learned. The analysis should 
also include the specific media element, such as the visual scene or 
airport model. Additional sources of information on the conduct of 
task and capability analysis may be found on the FAA's Advanced 
Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/.

[[Page 59805]]

    i. Previously qualified simulators with certain early generation 
Computer Generated Image (CGI) visual systems, are limited by the 
capability of the Image Generator or the display system used. These 
systems are:
    (1) Early CGI visual systems that are exempt from the necessity 
of including runway numbers as a part of the specific runway marking 
requirements are:
    (a) Link NVS and DNVS.
    (b) Novoview 2500 and 6000.
    (c) FlightSafety VITAL series up to, and including, VITAL III, 
but not beyond.
    (d) Rediffusion SP1, SP1T, and SP2.
    (2) Early CGI visual systems are excepted from the necessity of 
including runway numbers unless the runways used for LOFT training 
sessions. These LOFT airport models require runway numbers, but only 
for the specific runway end (one direction) used in the LOFT 
session. The systems required to display runway numbers only for 
LOFT scenes are:
    (a) FlightSafety VITAL IV.
    (b) Rediffusion SP3 and SP3T.
    (c) Link-Miles Image II.
    (3) The following list of previously qualified CGI and display 
systems are incapable of generating blue lights. These systems are 
not required to have accurate taxi-way edge lighting are:
    (a) Rediffusion SP1 and SP1T.
    (b) FlightSafety Vital IV.
    (c) Link-Miles Image II and Image IIT
    (d) XKD displays (even though the XKD image generator is capable 
of generating blue colored lights, the display cannot accommodate 
that color).

End Information

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

                                   Table C3A.--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                             >>
-----------------------------------------------------------------------------------------------------------------
                                                                                                     Simulator
                                                                                                       level
                  Number                                       Operations tasks                   --------------
                                                                                                    B    C    D
----------------------------------------------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the SOQ
 Configuration List or the level of simulator qualification involved. Items not installed or not functional on
 the simulator and, therefore, not appearing on the SOQ Configuration List, are not required to be listed as
 exceptions on the SOQ.
----------------------------------------------------------------------------------------------------------------
1. Preparation for Flight
----------------------------------------------------------------------------------------------------------------
1.a.......................................  Flight deck check: switches, indicators, systems, and   X    X    X
                                             equipment.
----------------------------------------------------------------------------------------------------------------
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    X    X    X
                                             start).
----------------------------------------------------------------------------------------------------------------
2.d.......................................  Rotor engagement.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.e.......................................  System checks........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3. Taxiing--Ground
----------------------------------------------------------------------------------------------------------------
3.a.......................................  Power required to taxi...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.b.......................................  Brake effectiveness..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.c.......................................  Ground handling......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.d.......................................  Water handling (if applicable).......................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
3.e.1.....................................    Brake system failure...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.e.2.....................................    Ground resonance...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.3.....................................    Dynamic rollover...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.4.....................................    Deployment of emergency floats/water landing.......  ...   X    X
----------------------------------------------------------------------------------------------------------------
3.e.5.....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
4. Taxiing--Hover
----------------------------------------------------------------------------------------------------------------
4.a.......................................  Takeoff to a hover...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.......................................  Instrument response:
----------------------------------------------------------------------------------------------------------------
4.b.1.....................................    Engine instruments.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.2.....................................    Flight instruments.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.b.3.....................................    Hovering turns.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59806]]

 
4.c.......................................  Hover power checks:
----------------------------------------------------------------------------------------------------------------
4.c.1.....................................    In ground effect (IGE).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.c.2.....................................    Out of ground effect (OGE).........................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.d.......................................  Crosswind/tailwind hover.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.e.......................................  Translating tendency.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.f.......................................  External load operations:
----------------------------------------------------------------------------------------------------------------
4.f.1.....................................    Hookup.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.f.2.....................................    Release............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.f.3.....................................    Winch operations...................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
4.g.1.....................................    Engine failure.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.2.....................................    Fuel governing system failure......................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.3.....................................    Settling with power (OGE)..........................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.4.....................................    Hovering autorotation..............................  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.5.....................................    Stability augmentation system failure..............   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.6.....................................    Directional control malfunction....................   X    X    X
----------------------------------------------------------------------------------------------------------------
4.g.7.....................................    Loss of tail rotor effectiveness (LTE).............  ...   X    X
----------------------------------------------------------------------------------------------------------------
4.g.8.....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
4.h.......................................  Pre-takeoff checks...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
5. Takeoff/Translational Flight
----------------------------------------------------------------------------------------------------------------
5.a.......................................  Forward (up to effective translational lift).........  ...   X    X
----------------------------------------------------------------------------------------------------------------
5.b.......................................  Sideward (up to limiting airspeed)...................  ...   X    X
----------------------------------------------------------------------------------------------------------------
5.c.......................................  Rearward (up to limiting airspeed)...................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6. Takeoff and Departure Phase
----------------------------------------------------------------------------------------------------------------
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.....................................    Takeoff from a confined area.......................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.8.....................................    Takeoff from a pinnacle/platform...................   X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59807]]

 
6.a.9.....................................    Takeoff from a slope...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.a.10....................................    External load operations...........................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.b.......................................  Abnormal/emergency procedures........................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.b.1.....................................    Takeoff with engine failure after critical decision   X    X    X
                                               point (CDP).
----------------------------------------------------------------------------------------------------------------
6.b.1.a...................................     Cat A.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.b.1.b...................................     Cat B.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
6.c.......................................  Rejected takeoff:
----------------------------------------------------------------------------------------------------------------
6.c.1.....................................    Land...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.c.2.....................................    Water (if appropriate).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.d.......................................  Instrument departure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.e.......................................  Others as listed on the Statement of Qualification...   A    X    X
----------------------------------------------------------------------------------------------------------------
7. Climb
----------------------------------------------------------------------------------------------------------------
7.a.......................................  Normal...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.b.......................................  Obstacle clearance...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.c.......................................  Vertical.............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
7.d.......................................  One engine inoperative...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
7.e.......................................  Others as listed on the Statement of Qualification...   A    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)
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------

[[Page 59808]]

 
8.g.8.....................................    Rotor vibrations...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
8.g.9.....................................    Recovery from unusual altitudes....................   X    X    X
----------------------------------------------------------------------------------------------------------------
9. Descent
----------------------------------------------------------------------------------------------------------------
9.a.......................................  Normal...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.b.......................................  Maximum rate.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.c.......................................  Autorotative:
----------------------------------------------------------------------------------------------------------------
9.c.1.....................................    Straight-in........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.c.2.....................................    With turn..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
9.d.......................................  External Load........................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
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..................................     Circling..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
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....................................    Manually controlled--one or more engines              X    X    X
                                               inoperative.
----------------------------------------------------------------------------------------------------------------
10.b.3....................................    Approach procedures................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.a..................................     PAR...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.b..................................     MLS...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     ILS...............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     (1) Manual (raw data).............................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     (2) Flight director only..........................   X    X    X
----------------------------------------------------------------------------------------------------------------
10.b.3.c..................................     Autopilot*only....................................   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:
----------------------------------------------------------------------------------------------------------------

[[Page 59809]]

 
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......................................  Others as listed on the Statement of Qualification...   A    X    X
----------------------------------------------------------------------------------------------------------------
11. Landings and Approaches to Landings
----------------------------------------------------------------------------------------------------------------
11.a......................................  Visual approaches:
----------------------------------------------------------------------------------------------------------------
11.a.1....................................    Normal.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.2....................................    Steep..............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.3....................................    Shallow............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.4....................................    Crosswind..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.a.5....................................    Category A profile.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.a.6....................................    Category B profile.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.a.7....................................    External Load......................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.b......................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
11.b.1....................................    Directional control failure........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.2....................................    Hydraulics failure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.3....................................    Fuel governing failure.............................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.4....................................    Autorotation.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.5....................................    Stability system failure...........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.b.6....................................    Others listed on the Statement of Qualification....   A    X    X
----------------------------------------------------------------------------------------------------------------
11.c......................................  Landings:
----------------------------------------------------------------------------------------------------------------
11.c.1....................................    Normal.............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.1.a..................................     Running...........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.1.b..................................     From Hover........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.2....................................    Pinnacle/platform..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.3....................................    Confined area......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.4....................................    Slope..............................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.c.5....................................    Crosswind..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.6....................................    Tailwind...........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.7....................................    Rejected Landing...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................   Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
11.c.8.a..................................     From autorotation.................................  ...   X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    One or more engines inoperative....................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Directional control failure........................   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Hydraulics failure.................................   X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59810]]

 
11.c.8....................................    Stability augmentation system failure..............   X    X    X
----------------------------------------------------------------------------------------------------------------
11.c.8....................................    Other (as may be listed on the Statement of           A    X    X
                                               Qualification).
----------------------------------------------------------------------------------------------------------------
12. Any Flight Phase
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------
12.c.5....................................    Loss of directional control........................   X    X    X
----------------------------------------------------------------------------------------------------------------
12.c.6....................................    Loss of tail rotor effectiveness...................  ...   X    X
----------------------------------------------------------------------------------------------------------------

[[Page 59811]]

 
12.c.7....................................    Others listed on the Statement of Qualification....   A    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
----------------------------------------------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or procedure may be examined if the appropriate
  aircraft system or control is simulated in the FFS and is working properly.

               Table C3B.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                             Simulator
                    Visual scene content requirements for      level
      Number          qualification at the stated level   --------------
                     Class I visual scenes/visual models    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality to qualify a simulator at the indicated level. This table
 applies only to the airport scenes required for simulator
 qualification; i.e., two helicopter landing area models for Level B
 simulators; four helicopter landing area models for Level C and Level D
 simulators.
------------------------------------------------------------------------
1.................  Functional test content requirements for Non-Zero
                     Flight Time (NZFT) Level simulators
                    The following is the minimum airport/landing area
                     model content requirement to satisfy visual
                     capability tests, and provides suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Level B.
------------------------------------------------------------------------
1.a...............  A minimum of one (1) representative     X
                     airport and one (1) representative
                     helicopter landing area model. The
                     airport and the helicopter landing
                     area may be contained within the
                     same model. If this option is
                     selected, the approach path to the
                     airport runway(s) and the approach
                     path to the helicopter landing area
                     must be different. The model(s) used
                     to meet the following requirements
                     may be demonstrated at either a
                     fictional or a real-world airport or
                     helicopter landing area, but each
                     must be acceptable to the sponsor's
                     TPAA, selectable from the IOS, and
                     listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
1.b...............  The fidelity of the visual scene must   X
                     be sufficient for the aircrew to
                     visually identify the airport and/or
                     helicopter landing area; determine
                     the position of the simulated
                     helicopter within the visual scene;
                     successfully accomplish take-offs,
                     approaches, and landings; and
                     maneuver around the airport on the
                     ground, or hover taxi, as necessary.
------------------------------------------------------------------------
1.c...............  Runways:
------------------------------------------------------------------------
1.c.1.............  Visible runway number................   X
------------------------------------------------------------------------
1.c.2.............  Runway threshold elevations and         X
                     locations must be modeled to provide
                     sufficient correlation with
                     helicopter systems (e.g., altimeter).
------------------------------------------------------------------------
1.c.3.............  Runway surface and markings..........   X
------------------------------------------------------------------------
1.c.4.............  Lighting for the runway in use          X
                     including runway edge and centerline.
------------------------------------------------------------------------
1.c.5.............  Lighting, visual approach aid (VASI     X
                     or PAPI) and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------
1.c.6.............  Representative taxiway lights........   X
------------------------------------------------------------------------
1.d...............  Other helicopter landing area:
------------------------------------------------------------------------
1.d.1.............  Standard heliport designation (``H'')   X
                     marking, properly sized and oriented.
------------------------------------------------------------------------
1.d.2.............  Perimeter markings for the Touchdown    X
                     and Lift-Off Area (TLOF) or the
                     Final Approach and Takeoff Area
                     (FATO), as appropriate.
------------------------------------------------------------------------
1.d.3.............  Perimeter lighting for the TLOF or      X
                     the FATO areas, as appropriate..
------------------------------------------------------------------------

[[Page 59812]]

 
1.d.4.............  Appropriate markings and lighting to    X
                     allow movement from the runway or
                     helicopter landing area to another
                     part of the landing facility.
------------------------------------------------------------------------
2.................  Functional test content requirements for Level C and
                     Level D simulators
                    The following is the minimum airport/landing area
                     model content requirement to satisfy visual
                     capability tests, and provide suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Level C and Level D. Not all of the elements
                     described in this section must be found in a single
                     airport/landing area scene. However, all of the
                     elements described in this section must be found
                     throughout a combination of the four (4) airport/
                     landing area models described in item 2.a. The
                     representations of the hazards (as described in
                     2.d.) must be ``hard objects'' that interact as
                     such if contacted by the simulated helicopter.
                     Additionally, surfaces on which the helicopter
                     lands must be ``hard surfaces.'' The model(s) used
                     to meet the following requirements must be
                     demonstrated at either a fictional or a real-world
                     airport or helicopter landing area, and each must
                     be acceptable to the sponsor's TPAA, selectable
                     from the IOS, and listed on the Statement of
                     Qualification.
------------------------------------------------------------------------
2.a...............  There must be at least the following airport/
                     helicopter landing areas
------------------------------------------------------------------------
2.a.1.............  At least one (1) representative              X    X
                     airport.
------------------------------------------------------------------------
2.a.2.............  At least three representative non-airport landing
                     areas, as follows:
------------------------------------------------------------------------
2.a.2.a...........  At least one (1) representative              X    X
                     helicopter landing area situated on
                     a substantially elevated surface
                     with respect to the surrounding
                     structures or terrain (e.g.,
                     building top, offshore oil rig).
------------------------------------------------------------------------
2.a.2.b...........  At least one (1) helicopter landing          X    X
                     area that meets the definition of a
                     ``confined landing area''.
------------------------------------------------------------------------
2.a.2.c...........  At least one (1) helicopter landing          X    X
                     area on a sloped surface where the
                     slope is at least 2\1/2\[deg].
------------------------------------------------------------------------
2.b...............  For each of the airport/helicopter           X    X
                     landing areas described in 2.a., the
                     simulator must be able to provide at
                     least the following:.
------------------------------------------------------------------------
2.b.1.............  A night and twilight (dusk)                  X    X
                     environment.
------------------------------------------------------------------------
2.b.2.............  A daylight environment...............        X    X
------------------------------------------------------------------------
2.c...............  Non-airport helicopter landing areas must have the
                     following:
------------------------------------------------------------------------
2.c.1.............  Representative buildings, structures,        X    X
                     and lighting within appropriate
                     distances.
------------------------------------------------------------------------
2.c.2.............  Representative moving and static             X    X
                     clutter (e.g., other aircraft, power
                     carts, tugs, fuel trucks).
------------------------------------------------------------------------
2.c.3.............  Representative depiction of terrain          X    X
                     and obstacles as well as significant
                     and identifiable natural and
                     cultural features, within 25 NM of
                     the reference landing area.
------------------------------------------------------------------------
2.c.4.............  Standard heliport designation (``H'')        X    X
                     marking, properly sized and oriented.
------------------------------------------------------------------------
2.c.5.............  Perimeter markings for the Touchdown         X    X
                     and Lift-Off Area (TLOF) or the
                     Final Approach and Takeoff Area
                     (FATO), as appropriate.
------------------------------------------------------------------------
2.c.6.............  Perimeter lighting for the TLOF or           X    X
                     the FATO areas, as appropriate.
------------------------------------------------------------------------
2.c.7.............  Appropriate markings and lighting to         X    X
                     allow movement from the area to
                     another part of the landing
                     facility, if appropriate.
------------------------------------------------------------------------
2.c.8.............  Representative markings, lighting,           X    X
                     and signage, including a windsock
                     that gives appropriate wind cues.
------------------------------------------------------------------------
2.c.9.............  Appropriate markings, lighting, and          X    X
                     signage necessary for position
                     identification, and to allow
                     movement from the landing area to
                     another part of the landing facility.
------------------------------------------------------------------------
2.c.10............  Representative moving and static             X    X
                     ground traffic (e.g., vehicular and
                     aircraft), including the ability to
                     present surface hazards (e.g.,
                     conflicting traffic, vehicular or
                     aircraft, on or approaching the
                     landing area).
------------------------------------------------------------------------
2.c.11............  Portrayal of landing surface                 X    X
                     contaminants, including lighting
                     reflections when wet and partially
                     obscured lights when snow is
                     present, or suitable alternative
                     effects.
------------------------------------------------------------------------
2.d...............  All of the following three (3) hazards must be
                     presented in a combination of the three (3) non-
                     airport landing areas (described in item 2.a.2.)
                     and each of these non-airport landing areas must
                     have at least one of the following hazards:
------------------------------------------------------------------------
2.d.1.............  Other airborne traffic...............        X    X
------------------------------------------------------------------------
2.d.2.............  Buildings, trees, or other vertical          X    X
                     obstructions in the immediate
                     landing area.
------------------------------------------------------------------------

[[Page 59813]]

 
2.d.3.............  Suspended wires in the immediate             X    X
                     landing area.
------------------------------------------------------------------------
2.e...............  Airport applications. Each airport must have the
                     following:
------------------------------------------------------------------------
2.e.1.............  At least one runway designated as            X    X
                     ``in-use,'' appropriately marked and
                     capable of being lighted fully.
------------------------------------------------------------------------
2.e.2.............  Runway threshold elevations and              X    X
                     locations must be modeled to provide
                     sufficient correlation with
                     helicopter systems (e.g., HGS, GPS,
                     altimeter); slopes in runways,
                     taxiways, and ramp areas may not
                     cause distracting or unrealistic
                     effects, including pilot eye-point
                     height variation.
------------------------------------------------------------------------
2.e.3.............  Appropriate approach lighting systems        X    X
                     and airfield lighting for a VFR
                     circuit and landing, non-precision
                     approaches and landings, and
                     precision approaches and landings,
                     as appropriate.
------------------------------------------------------------------------
2.e.4.............  Representative taxiway lights........             X
------------------------------------------------------------------------
3.................  Visual scene management
                    The following is the minimum visual scene management
                     requirements for simulators at the NZFT and ZFT
                     levels.
------------------------------------------------------------------------
3.a...............  Runway and helicopter landing area      X    X    X
                     approach lighting must fade into
                     view in accordance with the
                     environmental conditions set in the
                     simulator.
------------------------------------------------------------------------
3.b...............  The direction of strobe lights,         X    X    X
                     approach lights, runway edge lights,
                     visual landing aids, runway
                     centerline lights, threshold lights,
                     touchdown zone lights, and TLOF or
                     FATO lights must be replicated.
------------------------------------------------------------------------
4.................  Visual feature recognition
                    The following are the minimum distances at which
                     runway features must be visible for simulators at
                     the NZFT and ZFT simulator levels. Distances are
                     measured from runway threshold or a helicopter
                     landing area to a helicopter aligned with the
                     runway or helicopter landing area on an extended
                     3[deg] glide-slope in simulated meteorological
                     conditions. For circling approaches, all tests
                     apply to the runway used for the initial approach
                     and to the runway of intended landing.
------------------------------------------------------------------------
4.a...............  For runways: runway definition,         X    X    X
                     strobe lights, approach lights, and
                     runway edge lights from 5 sm (8 km)
                     of the runway threshold.
------------------------------------------------------------------------
4.b...............  For runways: centerline lights and      X    X    X
                     taxiway definition from 3 sm (5 km).
------------------------------------------------------------------------
4.c...............  For runways: Visual Approach Aid        X    X    X
                     lights (VASI or PAPI) from 3 sm (5
                     km) of the threshold.
------------------------------------------------------------------------
4.d...............  For runways: Visual Approach Aid             X    X
                     lights (VASI or PAPI) from 5 sm (8
                     km) of the threshold.
------------------------------------------------------------------------
4.e...............  For runways: runway threshold lights    X    X    X
                     and touchdown zone lights from 2 sm
                     (3 km).
------------------------------------------------------------------------
4.f...............  For runways and helicopter landing      X    X    X
                     areas: markings within range of
                     landing lights for night/twilight
                     scenes and the surface resolution
                     test on daylight scenes, as required.
------------------------------------------------------------------------
4.g...............  For circling approaches, the runway     X    X    X
                     of intended landing and associated
                     lighting must fade into view in a
                     non-distracting manner.
------------------------------------------------------------------------
4.h...............  For helicopter landing areas: landing   X    X    X
                     direction lights and raised FATO
                     lights from 1 sm (1.5 km).
------------------------------------------------------------------------
4.i...............  For helicopter landing areas: Flush               X
                     mounted FATO lights, TOFL lights,
                     and the lighted windsock from 0.5 sm
                     (750 m).
------------------------------------------------------------------------
4.j...............  Hover taxiway lighting (yellow/blue/              X
                     yellow cylinders) from TOFL area.
------------------------------------------------------------------------
5.................  Airport or Helicopter Landing Area Model Content
                    The following prescribes the minimum requirements
                     for an airport/helicopter landing area visual model
                     and identifies other aspects of the environment
                     that must correspond with that model for simulators
                     at Level B, Level C, and Level D. For circling
                     approaches, all tests apply to the runway used for
                     the initial approach and to the runway of intended
                     landing. If all runways or landing areas in a
                     visual model used to meet the requirements of this
                     attachment are not designated as ``in use,'' then
                     the ``in use'' runways/landing areas must be listed
                     on the Statement of Qualification (e.g., KORD, Rwys
                     9R, 14L, 22R). Models of airports or helicopter
                     landing areas with more than one runway or landing
                     area must have all significant runways or landing
                     areas not ``in-use'' visually depicted for airport
                     runway/landing area recognition purposes. The use
                     of white or off-white light strings that identify
                     the runway or landing area for twilight and night
                     scenes are acceptable for this requirement; and
                     rectangular surface depictions are acceptable for
                     daylight scenes. A visual system's capabilities
                     must be balanced between providing visual models
                     with an accurate representation of the airport and
                     a realistic representation of the surrounding
                     environment. Each runway or helicopter landing area
                     designated as an ``in-use'' runway or area must
                     include the following detail that is either modeled
                     using airport/heliport pictures, construction
                     drawings and maps, U.S. National Imagery and
                     Mapping Agency data, or other data, or modeled in
                     accordance with published regulatory material.
------------------------------------------------------------------------
5.a...............  The surface and markings for each ``in-use'' runway
                     or helicopter landing area must include the
                     following:
------------------------------------------------------------------------

[[Page 59814]]

 
5.a.1.............  For airports: runway threshold          X    X    X
                     markings, runway numbers, touchdown
                     zone markings, fixed distance
                     markings, runway edge markings, and
                     runway centerline stripes.
------------------------------------------------------------------------
5.a.2.............  For helicopter landing areas:           X    X    X
                     markings for standard heliport
                     identification (``H'') and TOFL,
                     FATO, and safety areas.
------------------------------------------------------------------------
5.b...............  The lighting for each ``in-use'' runway or
                     helicopter landing area must include the following:
------------------------------------------------------------------------
5.b.1.............  For airports: runway approach,          X    X    X
                     threshold, edge, end, centerline (if
                     applicable), touchdown zone (if
                     applicable), leadoff, and visual
                     landing aid lights or light systems
                     for that runway.
------------------------------------------------------------------------
5.b.2.............  For helicopter landing areas: landing   X    X    X
                     direction, raised and flush FATO,
                     TOFL, windsock lighting.
------------------------------------------------------------------------
5.c...............  The taxiway surface and markings associated with
                     each ``in-use'' runway or helicopter landing area
                     must include the following:
------------------------------------------------------------------------
5.c.1.............  For airports: taxiway edge,             X    X    X
                     centerline (if appropriate), runway
                     hold lines, and ILS critical area(s).
------------------------------------------------------------------------
5.c.2.............  For helicopter landing areas:           X    X    X
                     taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
5.d...............  The taxiway lighting associated with each ``in-use''
                     runway or helicopter landing area must include the
                     following:
------------------------------------------------------------------------
5.d.1.............  For airports: runway edge, centerline   X    X    X
                     (if appropriate), runway hold lines,
                     ILS critical areas.
------------------------------------------------------------------------
5.d.2.............  For helicopter landing areas:           X    X    X
                     taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
5.d.3.............  For airports: taxiway lighting of                 X
                     correct color.
------------------------------------------------------------------------
5.e...............  Airport signage associated with each ``in-use''
                     runway or helicopter landing area must include the
                     following:
------------------------------------------------------------------------
5.e.1.............  For airports: signs for runway          X    X    X
                     distance remaining, intersecting
                     runway with taxiway, and
                     intersecting taxiway with taxiway.
------------------------------------------------------------------------
5.e.2.............  For helicopter landing areas: as may    X    X    X
                     be appropriate for the model used.
------------------------------------------------------------------------
5.f...............  Required visual model correlation with other aspects
                     of the airport or helicopter landing environment
                     simulation:
------------------------------------------------------------------------
5.f.1.............  The airport or helicopter landing       X    X    X
                     area model must be properly aligned
                     with the navigational aids that are
                     associated with operations at the
                     ``in-use'' runway or helicopter
                     landing area.
------------------------------------------------------------------------
5.f.2.............  The simulation of runway or                  X    X
                     helicopter landing area contaminants
                     must be correlated with the
                     displayed runway surface and
                     lighting where applicable.
------------------------------------------------------------------------
6.................  Correlation with helicopter and associated equipment
                    The following are the minimum correlation
                     comparisons that must be made for simulators at
                     Level B, Level C, and Level D.
------------------------------------------------------------------------
6.a...............  Visual system compatibility with        X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------
6.b...............  Visual cues to assess sink rate and     X    X    X
                     depth perception during landings.
------------------------------------------------------------------------
6.c...............  Accurate portrayal of environment       X    X    X
                     relating to flight simulator
                     attitudes.
------------------------------------------------------------------------
6.d...............  The visual scene must correlate with    X    X    X
                     integrated helicopter systems, where
                     fitted (e.g., terrain, traffic and
                     weather avoidance systems and Head-
                     up Guidance System (HGS)).
------------------------------------------------------------------------
6.e...............  Representative visual effects for       X    X    X
                     each visible, own-ship, helicopter
                     external light(s).
------------------------------------------------------------------------
6.f...............  The effect of rain removal devices...        X    X
------------------------------------------------------------------------
7.................  Scene quality
                    The following are the minimum scene quality tests
                     that must be conducted for simulators at Level B,
                     Level C, and Level D.
------------------------------------------------------------------------
7.a...............  Surfaces and textural cues must be           X    X
                     free from apparent quantization
                     (aliasing).
------------------------------------------------------------------------
7.b...............  System capable of portraying full            X    X
                     color realistic textural cues.
------------------------------------------------------------------------
7.c...............  The system light points must be free    X    X    X
                     from distracting jitter, smearing or
                     streaking.
------------------------------------------------------------------------
7.d...............  Demonstration of occulting through      X    X    X
                     each channel of the system in an
                     operational scene.
------------------------------------------------------------------------

[[Page 59815]]

 
7.e...............  Demonstration of a minimum of ten            X    X
                     levels of occulting through each
                     channel of the system in an
                     operational scene.
------------------------------------------------------------------------
7.f...............  System capable of providing focus            X    X
                     effects that simulate rain.
------------------------------------------------------------------------
7.g...............  System capable of providing focus            X    X
                     effects that simulate light point
                     perspective growth.
------------------------------------------------------------------------
7.h...............  Runway light controls capable of six    X    X    X
                     discrete light steps (0-5).
------------------------------------------------------------------------
8.................  Environmental effects
                    The following are the minimum environmental effects
                     that must be available in simulators at Level B,
                     Level C, and Level D.
------------------------------------------------------------------------
8.a...............  The displayed scene corresponding to              X
                     the appropriate surface contaminants
                     and include appropriate lighting
                     reflections for wet, partially
                     obscured lights for snow, or
                     alternative effects.
------------------------------------------------------------------------
8.b...............  Special weather representations which include:
------------------------------------------------------------------------
8.b.1.............  The sound, motion and visual effects              X
                     of light, medium and heavy
                     precipitation near a thunderstorm on
                     take-off, approach, and landings at
                     and below an altitude of 2,000 ft
                     (600 m) above the surface and within
                     a radius of 10 sm (16 km) from the
                     airport or helicopter landing area.
------------------------------------------------------------------------
8.b.2.............  One airport or helicopter landing                 X
                     area with a snow scene to include
                     terrain snow and snow-covered
                     surfaces.
------------------------------------------------------------------------
8.c...............  In-cloud effects such as variable            X    X
                     cloud density, speed cues and
                     ambient changes.
------------------------------------------------------------------------
8.d...............  The effect of multiple cloud layers          X    X
                     representing few, scattered, broken
                     and overcast conditions giving
                     partial or complete obstruction of
                     the ground scene.
------------------------------------------------------------------------
8.e...............  Visibility and RVR measured in terms    X    X    X
                     of distance. Visibility/RVR checked
                     at 2,000 ft (600 m) above the
                     airport or helicopter landing area
                     and at two heights below 2,000 ft
                     with at least 500 ft of separation
                     between the measurements. The
                     measurements must be taken within a
                     radius of 10 sm (16 km) from the
                     airport or helicopter landing area.
------------------------------------------------------------------------
8.f...............  Patchy fog giving the effect of                   X
                     variable RVR.
------------------------------------------------------------------------
8.g...............  Effects of fog on airport lighting           X    X
                     such as halos and defocus.
------------------------------------------------------------------------
8.h...............  Effect of own-ship lighting in               X    X
                     reduced visibility, such as
                     reflected glare, including landing
                     lights, strobes, and beacons.
------------------------------------------------------------------------
8.i...............  Wind cues to provide the effect of                X
                     blowing snow or sand across a dry
                     runway or taxiway selectable from
                     the instructor station.
------------------------------------------------------------------------
8.j...............  ``White-out'' or ``Brown-out''                    X
                     effects due to rotor downwash
                     beginning at a distance above the
                     ground equal to the rotor diameter.
------------------------------------------------------------------------
9.................  Instructor control of the following:
                    The following are the minimum instructor controls
                     that must be available in simulators at the NZFT
                     and ZFT simulator levels.
------------------------------------------------------------------------
9.a...............  Environmental effects, e.g. cloud       X    X    X
                     base, cloud effects, cloud density,
                     visibility in statute miles/
                     kilometers and RVR in feet/meters.
------------------------------------------------------------------------
9.b...............  Airport or helicopter landing area      X    X    X
                     selection.
------------------------------------------------------------------------
9.c...............  Airport or helicopter landing area      X    X    X
                     lighting, including variable
                     intensity.
------------------------------------------------------------------------
9.d...............  Dynamic effects including ground and         X    X
                     flight traffic.
------------------------------------------------------------------------
                           End QPS Requirement
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
10................  An example of being able to combine two airport
                     models to achieve two ``in-use'' runways: One
                     runway designated as the ``in-use'' runway in the
                     first model of the airport, and the second runway
                     designated as the ``in-use'' runway in the second
                     model of the same airport. For example, the
                     clearance is for the ILS approach to Runway 27,
                     Circle to Land on Runway 18 right. Two airport
                     visual models might be used: the first with Runway
                     27 designated as the ``in use'' runway for the
                     approach to runway 27, and the second with Runway
                     18 Right designated as the ``in use'' runway. When
                     the pilot breaks off the ILS approach to runway 27,
                     the instructor may change to the second airport
                     visual model in which runway 18 Right is designated
                     as the ``in use'' runway, and the pilot would make
                     a visual approach and landing. This process is
                     acceptable to the FAA as long as the temporary
                     interruption due to the visual model change is not
                     distracting to the pilot.
------------------------------------------------------------------------

[[Page 59816]]

 
11................  Sponsors are not required to provide
                     every detail of a runway, but the
                     detail that is provided should be
                     correct within reasonable limits.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

               Table C3C.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                          Visual scene content additional    Simulator
                           visual models beyond minimum        level
         Number          required for qualification Class --------------
                          II visual scenes/visual models    B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport or helicopter landing area
 visual model content and functionality necessary to add visual models
 to a simulator's visual model library (i.e., beyond those necessary for
 qualification at the stated level) without the necessity of further
 involvement of the NSPM or TPAA.
------------------------------------------------------------------------
1......................  Visual scene management
                         The following is the minimum visual scene
                          management requirements for simulators at
                          Levels B, C, and D.
------------------------------------------------------------------------
1.a....................  The installation and direction of the following
                          lights must be replicated for the ``in-use''
                          surface:
------------------------------------------------------------------------
1.a.1..................  For ``in-use'' runways: Strobe     X    X    X
                          lights, approach lights, runway
                          edge lights, visual landing
                          aids, runway centerline lights,
                          threshold lights, and touchdown
                          zone lights.
------------------------------------------------------------------------
1.a.2..................  For ``in-use'' helicopter          X    X    X
                          landing areas: Ground level
                          TLOF perimeter lights, elevated
                          TLOF perimeter lights (if
                          applicable), Optional TLOF
                          lights (if applicable), ground
                          FATO perimeter lights, elevated
                          TLOF lights (if applicable),
                          landing direction lights.
------------------------------------------------------------------------
2......................  Visual feature recognition
                         The following are the minimum distances at
                          which runway or landing area features must be
                          visible for simulators at Level B, C, and D.
                          Distances are measured from runway threshold
                          or a helicopter landing area to an aircraft
                          aligned with the runway or helicopter landing
                          area on a 3[deg] glide-slope from the aircraft
                          to the touchdown point, in simulated
                          meteorological conditions. For circling
                          approaches, all tests apply to the runway used
                          for the initial approach and to the runway of
                          intended landing.
------------------------------------------------------------------------
2.a....................  For Runways:
------------------------------------------------------------------------
2.a.1..................  Strobe lights, approach lights,    X    X    X
                          and edge lights from 5 sm (8
                          km) of the threshold.
------------------------------------------------------------------------
2.a.2..................  Centerline lights and taxiway      X    X    X
                          definition from 3 sm (5 km).
------------------------------------------------------------------------
2.a.3..................  Visual Approach Aid lights (VASI   X    X    X
                          or PAPI) from 3 sm (5 km) of
                          the threshold.
------------------------------------------------------------------------
2.a.4..................  Visual Approach Aid lights (VASI   X    X    X
                          or PAPI) from 5 sm (8 km) of
                          the threshold.
------------------------------------------------------------------------
2.a.5..................  Threshold lights and touchdown     X    X    X
                          zone lights from 2 sm (3 km).
------------------------------------------------------------------------
2.a.6..................  Markings within range of landing   X    X    X
                          lights for night/twilight
                          (dusk) scenes and as required
                          by the surface resolution test
                          on daylight scenes.
------------------------------------------------------------------------
2.a.7..................  For circling approaches, the       X    X    X
                          runway of intended landing and
                          associated lighting must fade
                          into view in a non-distracting
                          manner.
------------------------------------------------------------------------
2.b....................  For Helicopter landing areas:
------------------------------------------------------------------------
2.b.1..................  Landing direction lights and       X    X    X
                          raised FATO lights from 1 sm
                          (1.5 km).
------------------------------------------------------------------------
2.b.2..................  Flush mounted FATO lights, TOFL   ...   X    X
                          lights, and the lighted
                          windsock from 0.5 sm (750 m).
------------------------------------------------------------------------
2.b.3..................  Hover taxiway lighting (yellow/   ...   X    X
                          blue/yellow cylinders) from
                          TOFL area.
------------------------------------------------------------------------
2.b.4..................  Markings within range of landing   X    X    X
                          lights for night/twilight
                          (dusk) scenes and as required
                          by the surface resolution test
                          on daylight scenes.
------------------------------------------------------------------------
3......................  Airport or Helicopter Landing Area Model
                          Content

[[Page 59817]]

 
                         The following prescribes the minimum
                          requirements for what must be provided in an
                          airport visual model and identifies other
                          aspects of the airport environment that must
                          correspond with that model for simulators at
                          Level B, C, and D. The detail must be modeled
                          using airport pictures, construction drawings
                          and maps, or other data, or modeled in
                          accordance with published regulatory material;
                          however, this does not require that airport or
                          helicopter landing area models contain details
                          that are beyond the designed capability of the
                          currently qualified visual system. For
                          circling approaches, all requirements of this
                          section apply to the runway used for the
                          initial approach and to the runway of intended
                          landing.
------------------------------------------------------------------------
3.a....................  The surface and markings for each ``in-use''
                          runway or helicopter landing area must include
                          the following:
------------------------------------------------------------------------
3.a.1..................  For airports: Runway threshold     X    X    X
                          markings, runway numbers,
                          touchdown zone markings, fixed
                          distance markings, runway edge
                          markings, and runway centerline
                          stripes.
------------------------------------------------------------------------
3.a.2..................  For helicopter landing areas:      X    X    X
                          Standard heliport marking
                          (``H''), TOFL, FATO, and safety
                          areas.
------------------------------------------------------------------------
3.b....................  The lighting for each ``in-use'' runway or
                          helicopter landing area must include the
                          following:
------------------------------------------------------------------------
3.b.1..................  For airports: Runway approach,     X    X    X
                          threshold, edge, end,
                          centerline (if applicable),
                          touchdown zone (if applicable),
                          leadoff, and visual landing aid
                          lights or light systems for
                          that runway.
------------------------------------------------------------------------
3.b.2..................  For helicopter landing areas:      X    X    X
                          Landing direction, raised and
                          flush FATO, TOFL, windsock
                          lighting.
------------------------------------------------------------------------
3.c....................  The taxiway surface and markings associated
                          with each ``in-use'' runway or helicopter
                          landing area must include the following:
------------------------------------------------------------------------
3.c.1..................  For airports: Taxiway edge,        X    X    X
                          centerline (if appropriate),
                          runway hold lines, and ILS
                          critical area(s).
------------------------------------------------------------------------
3.c.2..................  For helicopter landing areas:      X    X    X
                          Taxiways, taxi routes, and
                          aprons.
------------------------------------------------------------------------
3.d....................  The taxiway lighting associated with each ``in-
                          use'' runway or helicopter landing area must
                          include the following:
------------------------------------------------------------------------
3.d.1..................  For airports: Runway edge,         X    X    X
                          centerline (if appropriate),
                          runway hold lines, ILS critical
                          areas.
------------------------------------------------------------------------
3.d.2..................  For helicopter landing areas:      X    X    X
                          Taxiways, taxi routes, and
                          aprons.
------------------------------------------------------------------------
3.d.3..................  For airports: Taxiway lighting    ...  ...   X
                          of correct color.
------------------------------------------------------------------------
4......................  Required visual model correlation with other
                          aspects of the airport environment simulation
                         The following are the minimum visual model
                          correlation tests that must be conducted for
                          simulators at the NZFT and ZFT simulator
                          levels.
------------------------------------------------------------------------
4.a....................  The airport model must be          X    X    X
                          properly aligned with the
                          navigational aids that are
                          associated with operations at
                          the ``in-use'' runway.
------------------------------------------------------------------------
4.b....................  Slopes in runways, taxiways, and   X    X    X
                          ramp areas must not cause
                          distracting or unrealistic
                          effects.
------------------------------------------------------------------------
5......................  Correlation with helicopter and associated
                          equipment
                         The following are the minimum correlation
                          comparisons that must be made for simulators
                          at Level B, C, and D.
------------------------------------------------------------------------
5.a....................  Visual system compatibility with   X    X    X
                          aerodynamic programming.
------------------------------------------------------------------------
5.b....................  Accurate portrayal of              X    X    X
                          environment relating to flight
                          simulator attitudes.
------------------------------------------------------------------------
5.c....................  Visual cues to assess sink rate    X    X    X
                          and depth perception during
                          landings.
------------------------------------------------------------------------
6......................  Scene quality
                         The following are the minimum scene quality
                          tests that must be conducted for simulators at
                          Level B, C, and D.
------------------------------------------------------------------------
6.a....................  Light points free from             X    X    X
                          distracting jitter, smearing or
                          streaking.
------------------------------------------------------------------------
6.b....................  Surfaces and textural cues free   ...   X    X
                          from apparent quantization
                          (aliasing).
------------------------------------------------------------------------
6.c....................  Correct color and realistic       ...  ...   X
                          textural cues.
------------------------------------------------------------------------
7......................  Instructor controls of the following:
                         The following are the minimum instructor
                          controls that must be available in simulators
                          at the NZFT and ZFT simulator levels.
------------------------------------------------------------------------
7.a....................  Environmental effects, e.g.,       X    X    X
                          cloud base (if used), cloud
                          effects, cloud density,
                          visibility in statute miles/
                          kilometers and RVR in feet/
                          meters.
------------------------------------------------------------------------

[[Page 59818]]

 
7.b....................  Airport/Heliport selection......   X    X    X
------------------------------------------------------------------------
7.c....................  Airport lighting including         X    X    X
                          variable intensity.
------------------------------------------------------------------------
7.d....................  Dynamic effects including ground  ...   X    X
                          and flight traffic.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8......................  Sponsors are not required to       X    X    X
                          provide every detail of a
                          runway or helicopter landing
                          area, but the detail that is
                          provided must be correct within
                          the capabilities of the system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

               Table C3D.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                    Simulator level
    Number       Motion system   ---------------------    Information
                    effects         B      C      D
------------------------------------------------------------------------
This table specifies motion effects that are required to indicate the
 threshold at which a flight crewmember must be able to recognize an
 event or situation. Where applicable, flight simulator pitch, side
 loading and directional control characteristics must be representative
 of the helicopter.
------------------------------------------------------------------------
1............  Runway rumble,        X      X      X   If time permits,
                oleo deflection,                        different gross
                ground speed,                           weights can also
                uneven runway,                          be selected as
                runway and                              this may also
                taxiway                                 affect the
                centerline light                        associated
                characteristics:                        vibrations
               Procedure: After                         depending on
                the helicopter                          helicopter type.
                has been pre-set                        The associated
                to the takeoff                          motion effects
                position and                            for the above
                then released,                          tests should
                taxi at various                         also include an
                speeds with a                           assessment of
                smooth runway                           the effects of
                and note the                            rolling over
                general                                 centerline
                characteristics                         lights, surface
                of the simulated                        discontinuities
                runway rumble                           of uneven
                effects of oleo                         runways, and
                deflections.                            various taxiway
                Repeat the                              characteristics.
                maneuver with a
                runway roughness
                of 50%, then
                with maximum
                roughness. The
                associated
                motion
                vibrations
                should be
                affected by
                ground speed and
                runway roughness.
------------------------------------------------------------------------
2............  Friction Drag      .....     X      X
                from Skid-type
                Landing Gear:
               Procedure:
                Perform a
                running takeoff
                or a running
                landing and note
                an increase in a
                fuselage
                vibration (as
                opposed to rotor
                vibration) due
                to the friction
                of dragging the
                skid along the
                surface. This
                vibration will
                lessen as the
                ground speed
                decreases.
------------------------------------------------------------------------
3............  Rotor Out-of-         X      X      X   Does not require
                Track and/or Out-                       becoming
                of-Balance                              airborne. The
                condition:                              abnormal
               Procedure: Select                        vibration for
                the malfunction                         Out-of-Track and
                or condition                            Out-of-Balance
                from the IOS.                           conditions
                Start the                               should be
                engine(s)                               recognized in
                normally and                            the frequency
                check for an                            range of the
                abnormal                                inverse of the
                vibration for an                        period for each;
                Out-of-Track                            i.e., 1/P for
                condition and                           vertical
                check for an                            vibration, and 1/
                abnormal                                P for lateral
                vibration for an                        vibration.
                Out-of-Balance
                condition.
------------------------------------------------------------------------
4............  Bumps associated      X      X      X   When the landing
                with the landing                        gear is extended
                gear:                                   or retracted,
               Procedure:                               motion bumps can
                Perform a normal                        be felt when the
                take-off paying                         gear locks into
                special                                 position.
                attention to the
                bumps that could
                be perceptible
                due to maximum
                oleo extension
                after lift-off.
------------------------------------------------------------------------
5............  Buffet during         X      X      X
                extension and
                retraction of
                landing gear:
               Procedure:
                Operate the
                landing gear.
                Check that the
                motion cues of
                the buffet
                experienced
                represent the
                actual
                helicopter.
------------------------------------------------------------------------
6............  Failure of            X      X      X
                Dynamic
                Vibration
                Absorber or
                similar system
                as appropriate
                for the
                helicopter
                (e.g., droop
                stop or static
                stop):

[[Page 59819]]

 
               Procedure: May be
                accomplished any
                time the rotor
                is engaged.
                Select the
                appropriate
                failure at the
                IOS, note an
                appropriate
                increase in
                vibration and
                check that the
                vibration
                intensity and
                frequency
                increases with
                an increase in
                RPM and an
                increase in
                collective
                application.
------------------------------------------------------------------------
7............  Tail Rotor Drive      X      X      X   The tail rotor
                Failure:                                operates in the
               Procedure: With                          medium frequency
                the engine(s)                           range, normally
                running and the                         estimated by
                rotor engaged--                         multiplying the
                select the                              tail rotor gear
                malfunction and                         box ratio by the
                note the                                main rotor RPM.
                immediate                               The failure can
                increase of                             be recognized by
                medium frequency                        an increase in
                vibration.                              the vibrations
                                                        in this
                                                        frequency range.
------------------------------------------------------------------------
8............  Touchdown cues        X      X      X
                for main and
                nose gear:
               Procedure:
                Conduct several
                normal
                approaches with
                various rates of
                descent. Check
                that the motion
                cues for the
                touchdown bumps
                for each descent
                rate are
                representative
                of the actual
                helicopter.
------------------------------------------------------------------------
9............  Tire failure                 X      X   The pilot may
                dynamics:                               notice some
               Procedure:                               yawing with a
                Simulate a                              multiple tire
                single tire                             failure selected
                failure and a                           on the same
                multiple tire                           side. This
                failure.                                should require
                                                        the use of the
                                                        pedal to
                                                        maintain control
                                                        of the
                                                        helicopter.
                                                        Dependent on
                                                        helicopter type,
                                                        a single tire
                                                        failure may not
                                                        be noticed by
                                                        the pilot and
                                                        may not cause
                                                        any special
                                                        motion effect.
                                                        Sound or
                                                        vibration may be
                                                        associated with
                                                        the actual tire
                                                        losing pressure.
------------------------------------------------------------------------
10...........  Engine                X      X      X
                malfunction and
                engine damage:
               Procedure: The
                characteristics
                of an engine
                malfunction as
                prescribed in
                the malfunction
                definition
                document for the
                particular
                flight simulator
                must describe
                the special
                motion effects
                felt by the
                pilot. The
                associated
                engine
                instruments
                should also vary
                according to the
                nature of the
                malfunction.
------------------------------------------------------------------------
11...........  Tail boom             X      X      X   The motion effect
                strikes:                                should be felt
               Procedure: Tail-                         as a noticeable
                strikes can be                          nose down
                checked by over-                        pitching moment.
                rotation of the
                helicopter at a
                quick stop or
                autorotation to
                the ground.
------------------------------------------------------------------------
12...........  Settling with                X      X   When the aircraft
                Power:                                  begins to
               Procedure: To                            shudder, the
                enter the                               application of
                maneuver, reduce                        additional up
                power below                             collective
                hover power.                            increases the
                Hold altitude                           vibration and
                with aft cyclic                         sink rate.
                until the
                airspeed
                approaches 20
                knots. Then
                allow the sink
                rate to increase
                to 300 feet per
                minute or more
                as the attitude
                is adjusted to
                obtain an
                airspeed of less
                than 10 knots.
------------------------------------------------------------------------
13...........  Retreating Blade             X      X   Correct recovery
                Stall:                                  from retreating
               Procedure: To                            blade stall
                enter the                               requires the
                maneuver,                               collective to be
                increase forward                        lowered first,
                airspeed; the                           which reduces
                effect should be                        blade angles and
                recognized when                         the angle of
                the forward                             attack. Aft
                speed is equal                          cyclic can then
                to the speed of                         be used to slow
                the retreating                          the helicopter.
                blade. The onset
                can be felt
                through the
                development of a
                low frequency
                vibration,
                pitching up of
                the nose, and a
                roll in the
                direction of the
                retreating
                blade. High
                weight, low
                rotor RPM, high
                density
                altitude,
                turbulence or
                steep, abrupt
                turns are all
                conducive to
                retreating blade
                stall at high
                forward
                airspeeds.
------------------------------------------------------------------------

[[Page 59820]]

 
14...........  Translational         X      X      X
                Lift Effects:
               Procedure: From a
                stabilized in-
                ground-effect
                (IGE) Hover
                begin a forward
                acceleration.
                When passing
                through the
                effective
                translational
                lift range, the
                noticeable
                effect will be a
                nose pitch-up,
                increase in the
                rate of climb,
                and a temporary
                increase
                vibration level
                (in some cases
                this vibration
                may be
                pronounced).
                This effect is
                experienced
                again upon
                deceleration
                through the
                appropriate
                speed range.
                During
                deceleration,
                the pitch and
                rate of climb
                will have the
                reverse effect,
                but there will
                be a similar,
                temporary
                increase in
                vibration level.
------------------------------------------------------------------------

               Table C3E.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                       Simulator level
       Number                  Sound system         --------------------
                                                       B      C      D
------------------------------------------------------------------------
The following checks are performed during a normal flight profile,
 motion system ON.
------------------------------------------------------------------------
1...................  Precipitation................  .....     X      X
2...................  Rain removal equipment.......  .....     X      X
3...................  Helicopter noises used by the  .....     X      X
                       pilot for normal helicopter
                       operation.
4...................  Abnormal operations for which  .....     X      X
                       there are associated sound
                       cues, including engine
                       malfunctions, landing gear
                       or tire malfunctions, tail
                       boom.
5...................  Sound of a crash when the      .....     X      X
                       flight simulator is landed
                       in excess of limitations.
------------------------------------------------------------------------

               Table C3F.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                       Simulator level
       Number                Special effects        --------------------
                                                       B      C      D
------------------------------------------------------------------------
This table specifies the minimum special effects necessary for the
 specified simulator level.
------------------------------------------------------------------------
1...................  Braking Dynamics:                        X      X
                      Representations of the
                       dynamics of brake failure
                       (flight simulator pitch,
                       side-loading, and
                       directional control
                       characteristics
                       representative of the
                       helicopter), including
                       antiskid and decreased brake
                       efficiency due to high brake
                       temperatures (based on
                       helicopter related data),
                       sufficient to enable pilot
                       identification of the
                       problem and implementation
                       of appropriate procedures.
------------------------------------------------------------------------
2...................  Effects of Airframe and                  X      X
                       Engine Icing:
                      Required only for those
                       helicopters authorized for
                       operations in known icing
                       conditions.
                      Procedure: With the simulator
                       airborne, in a clean
                       configuration, nominal
                       altitude and cruise
                       airspeed, autopilot on and
                       auto-throttles off, engine
                       and airfoil anti-ice/de-ice
                       systems deactivated;
                       activate icing conditions at
                       a rate that allows
                       monitoring of simulator and
                       systems response.
                      Icing recognition will
                       include an increase in gross
                       weight, airspeed decay,
                       change in simulator pitch
                       attitude, change in engine
                       performance indications
                       (other than due to airspeed
                       changes), and change in data
                       from pitot/static system, or
                       rotor out-of-track/balance.
                       Activate heating, anti-ice,
                       or de-ice systems
                       independently. Recognition
                       will include proper effects
                       of these systems, eventually
                       returning the simulated
                       helicopter to normal flight.
------------------------------------------------------------------------

               Table C3G.--Functions and Subjective Tests
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                                                       Simulator level
       Number          Instructor operating station --------------------
                         (IOS)  (As appropriate)       B      C      D
------------------------------------------------------------------------
Functions in this table are subject to evaluation only if appropriate
 for the helicopter or the system is installed on the specific
 simulator.
------------------------------------------------------------------------

[[Page 59821]]

 
1...................  Simulator Power Switch(es)...     X      X      X
------------------------------------------------------------------------
2...................  Helicopter conditions
------------------------------------------------------------------------
2.a.................  Gross weight, center of           X      X      X
                       gravity, fuel loading and
                       allocation.
------------------------------------------------------------------------
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            X      X      X
                       selection.
------------------------------------------------------------------------
3.c.................  Landing surface conditions        X      X      X
                       (rough, smooth, icy, wet,
                       dry, snow).
------------------------------------------------------------------------
3.d.................  Preset positions.............     X      X      X
------------------------------------------------------------------------
3.e.................  Lighting controls............     X      X      X
------------------------------------------------------------------------
4...................  Environmental controls
------------------------------------------------------------------------
4.a.................  Visibility (statute miles/        X      X      X
                       kilometers).
------------------------------------------------------------------------
4.b.................  Runway visual range (in feet/     X      X      X
                       meters).
------------------------------------------------------------------------
4.c.................  Temperature..................     X      X      X
------------------------------------------------------------------------
4.d.................  Climate conditions...........     X      X      X
------------------------------------------------------------------------
4.e.................  Wind speed and direction.....     X      X      X
------------------------------------------------------------------------
4.f.................  Windshear....................  .....     X      X
------------------------------------------------------------------------
5. .................  Helicopter system                 X      X      X
                       malfunctions (Insertion/
                       deletion).
------------------------------------------------------------------------
6. .................  Locks, Freezes, and
                       Repositioning
------------------------------------------------------------------------
6.a.................  Problem (all) freeze/release.     X      X      X
------------------------------------------------------------------------
6.b.................  Position (geographic) freeze/     X      X      X
                       release.
------------------------------------------------------------------------
6.c.................  Repositioning (locations,         X      X      X
                       freezes, and releases).
------------------------------------------------------------------------
6.d.................  Ground speed control.........     X      X      X
------------------------------------------------------------------------
7...................  Remote IOS...................     X      X      X
------------------------------------------------------------------------
8...................  Sound Controls. On/off/           X      X      X
                       adjustment.
------------------------------------------------------------------------
9. .................  Motion/Control Loading System
------------------------------------------------------------------------
9.a.................  On/off/emergency stop.            X      X      X
------------------------------------------------------------------------
10..................  Observer Seats/Stations.          X      X      X
                       Position/Adjustment/Positive
                       restraint system.
------------------------------------------------------------------------

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

Table of Contents

Title of Sample

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

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BILLING CODE 4910-13-C

Attachment 5 to Appendix C to Part 60--FSTD Directives Applicable to 
Helicopter Full Flight Simulators

Flight Simulation Training Device (FSTD) Directive (FD)

    FSTD Directive Number 1. Applicable to all Full Flight 
Simulators (FFS), regardless of the original qualification basis and 
qualification date (original or upgrade), having Class II visual 
scenes or airport models available.
    Federal Aviation Administration (FAA), DOT
    This is a retroactive requirement to have all Class II visual 
scenes or airport models meet current requirements.
-----------------------------------------------------------------------
Summary: Notwithstanding the authorization listed in paragraph 13b 
in Appendices A and C, this FSTD Directive (FD) requires each 
sponsor to ensure that, by [date 1 year after effective date of the 
final rule], each Class II visual scene or airport model available 
in an FFS, meets the requirements of 14 CFR part 60, Appendix A, 
Attachment 3, Table A3C, or Appendix C, Attachment 3, Table C3C, as 
applicable. The completion of this requirement will not require a 
report. The fact that the scene or model is available in the FFS is 
the sponsor's testament that the requirements are met.

Dates: This FD becomes effective on [effective date of the final 
rule].

For Further Information Contact: Ed Cook, Senior Advisor to the 
Division Manager, Air Transportation Division, AFS-200, 800 
Independence Ave, SW., Washington, DC 20591: telephone: (404) 832-
4701; fax: (404) 761-8906.

Specific Requirements

    1. Part 60 requires that each FSTD be:
    a. Sponsored by a person holding or applying for an FAA 
operating certificate under Part 119, Part 141, or Part 142, or 
holding or applying for an FAA-approved training program under Part 
63, Appendix C, for flight engineers, and
    b. Evaluated and issued a Statement of Qualification for a 
specific FSTD level.
    2. Full flight simulators (FFS) also require the installation of 
a visual system that is capable of providing an out-of-the-flight-
deck view of visual scenes or airport models. To be qualified, each 
FFS must have available for use a minimum number of visual scenes or 
airport models that have certain features. These are called Class I 
visual scenes or airport models, the required features of which are 
listed in Part 60. Additional scenes or models that are beyond those 
necessary for qualification may also be used for various additional 
training program applications, including Line Oriented Flight 
Training, are classified as Class II. However, historically these 
visual scenes or airport models were not routinely evaluated or 
required to meet any standardized criteria. This has led to 
qualified simulators containing visual scenes or airport models 
being used to meet FAA-approved training, testing, or checking 
requirements with potentially incorrect or inappropriate visual 
references.
    3. To prevent this from occurring in the future, by [date 1 year 
after effective date of the final rule], each FSTD sponsor must 
assure that each Class II visual scene or airport model available in 
a qualified FFS meets the requirements found in 14 CFR part 60, 
Appendix A, Attachment 3, Table A3C or Appendix C, Attachment 3, 
Table C3C, as applicable. These references describe the requirements 
for visual scene management and the minimum distances from which 
runway or landing area features must be visible for all levels of 
simulator. The visual scene or airport model must provide, for each 
``in-use runway'' or ``in-use landing area,'' runway or landing area 
surface and markings, runway or landing area lighting, taxiway 
surface and markings, and taxiway lighting. Additional requirements 
include correlation of the visual scenes or airport models with 
other aspects of the airport environment, correlation of the 
aircraft and associated equipment, scene quality assessment 
features, and the extent to which the instructor is able to exercise 
control of these scenes or models.
    4. For circling approaches, all requirements of this section 
apply to the runway used for the initial approach and to the runway 
of intended landing.
    5. The details in these scenes or models must be developed using 
airport pictures, construction drawings and maps, or other similar 
data, or be developed in accordance with published regulatory 
material. However, this FD does not require that visual scenes or 
airport models contain details that are beyond the initially 
designed capability of the visual system, as currently qualified. 
The recognized limitations to visual systems are as follows:
    a. Visual systems not required to have runway numbers as a part 
of the specific runway marking requirements are:
    (1) Link NVS and DNVS.
    (2) Novoview 2500 and 6000.
    (3) FlightSafety VITAL series up to, and including, VITAL III, 
but not beyond.
    (4) Redifusion SP1, SP1T, and SP2.
    b. Visual systems required to display runway numbers only for 
LOFT scenes are:

[[Page 59835]]

    (1) FlightSafety VITAL IV.
    (2) Redifusion SP3 and SP3T.
    (3) Link-Miles Image II.
    c. Visual systems not required to have accurate taxiway edge 
lighting are:
    (1) Redifusion SP1.
    (2) FlightSafety Vital IV.
    (3) Link-Miles Image II and Image IIT.
    (4) XKD displays (even though the XKD image generator is capable 
of generating blue colored lights, the display cannot accommodate 
that color).
    6. A copy of this Directive must be filed in the Master 
Qualification Test Guide in the designated FSTD Directive Section, 
and its inclusion must be annotated on the Index of Effective FSTD 
Directives chart. See Attachment 4, Appendices A through D for a 
sample MQTG Index of Effective FSTD Directives chart.

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

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

Begin Information

    This appendix establishes the standards for Helicopter Flight 
Training Device (FTD) evaluation and qualification at Level 4, Level 
5, Level 6, or Level 7. The Flight Standards Service, National 
Simulator Program Manager (NSPM), is responsible for the 
development, application, and implementation of the standards 
contained within this appendix. The procedures and criteria 
specified in this appendix will be used by the NSPM, or a person or 
persons assigned by the NSPM when conducting helicopter FTD 
evaluations.

Table of Contents

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

End Information

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 
404-832-4700; fax, 404-761-8906. The general email address for the 
NSP office is: [email protected]. The NSP Internet Web Site 
address is: http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/. On this Web Site you will find an NSP 
personnel list with telephone and email contact information for each 
NSP staff member, a list of qualified flight simulation devices, 
advisory circulars, a description of the qualification process, NSP 
policy, and an NSP ``In-Works'' section. Also linked from this site 
are additional information sources, handbook bulletins, frequently 
asked questions, a listing and text of the Federal Aviation 
Regulations, Flight Standards Inspector's handbooks, and other FAA 
links.
    c. The NSPM encourages the use of electronic media for all 
communication, including any record, report, request, test, or 
statement required by this appendix. The electronic media used must 
have adequate security provisions and be acceptable to the NSPM. The 
NSPM recommends inquiries on system compatibility, and minimum 
system requirements are also included on the NSP Web site.
    d. Related Reading References.
    (1) 14 CFR part 60.
    (2) 14 CFR part 61.
    (3) 14 CFR part 63.
    (4) 14 CFR part 119.
    (5) 14 CFR part 121.
    (6) 14 CFR part 125.
    (7) 14 CFR part 135.
    (8) 14 CFR part 141.
    (9) 14 CFR part 142.
    (10) 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.
    (21) AC 150/5345-28D, Precision Approach Path Indicator (PAPI) 
Systems.
    (22) International Air Transport Association document, ``Flight 
Simulator Design and Performance Data Requirements,'' as amended.
    (23) AC 29-2B, Flight Test Guide for Certification of Transport 
Category Rotorcraft.
    (24) AC 27-1A, Flight Test Guide for Certification of Normal 
Category Rotorcraft.
    (25) International Civil Aviation Organization (ICAO) Manual of 
Criteria for the Qualification of Flight Simulators, as amended.
    (26) Airplane Flight Simulator Evaluation Handbook, Volume I, as 
amended and Volume II, as amended, The Royal Aeronautical Society, 
London, UK.
    (27) FAA Publication FAA-S-8081 series (Practical Test Standards 
for Airline Transport Pilot Certificate, Type Ratings, Commercial 
Pilot, and Instrument Ratings).
    (28) The FAA Aeronautical Information Manual (AIM). An 
electronic version of the AIM is on the Internet at http://www.faa.gov/atpubs.

End Information

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

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

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

[[Page 59836]]

Begin Information

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

End Information

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

3. Definitions (Sec.  60.3)

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

Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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Begin Information

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

End Information

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5. Quality Management System (Sec.  60.5)

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Begin Information

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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Begin Information

    a. The intent of the language in Sec.  60.7(b) is to have a 
specific FTD, identified by the sponsor, used at least once in an 
FAA-approved flight training program for the helicopter simulated 
during the 12-month period described. The identification of the 
specific FTD may change from one 12-month period to the next 12-
month period as long as that sponsor sponsors and uses at least one 
FTD at least once during the prescribed period. There is no minimum 
number of hours or minimum FTD periods required.
    b. The following examples describe acceptable operational 
practices:
    (1) Example One.
    (a) A sponsor is sponsoring a single, specific FTD for its own 
use, in its own facility or elsewhere--this single FTD forms the 
basis for the sponsorship. The sponsor uses that FTD at least once 
in each 12-month period in that sponsor's FAA-approved flight 
training program for the helicopter simulated. This 12-month period 
is established according to the following schedule:
    (i) If the FTD was qualified prior to May 30, 2008, the 12-month 
period begins on the date of the first continuing qualification 
evaluation conducted in accordance with Sec.  60.19 after May 30, 
2008, and continues for each subsequent 12-month period;
    (ii) A device qualified on or after May 30, 2008, will be 
required to undergo an initial or upgrade evaluation in accordance 
with Sec.  60.15. Once the initial or upgrade evaluation is 
complete, the first continuing qualification evaluation will be 
conducted within 6 months. The 12 month continuing qualification 
evaluation cycle begins on that date and continues for each 
subsequent 12-month period.
    (b) There is no minimum number of hours of FTD use required.
    (c) The identification of the specific FTD may change from one 
12-month period to the next 12-month period as long as that sponsor 
sponsors and uses at least one FTD at least once during the 
prescribed period.
    (2) Example Two.
    (a) A sponsor sponsors an additional number of FTDs, in its 
facility or elsewhere. Each additionally sponsored FTD must be--
    (i) Used by the sponsor in the sponsor's FAA-approved flight 
training program for the helicopter simulated (as described in Sec.  
60.7(d)(1));
    OR
    (ii) Used by another FAA certificate holder in that other 
certificate holder's FAA-approved flight training program for the 
helicopter simulated (as described in Sec.  60.7(d)(1)). This 12-
month period is established in the same manner as in example one.
    OR
    (iii) Provided a statement each year from a qualified pilot, 
(after having flown the helicopter not the subject FTD or another 
FTD, during the preceding 12-month period) stating that the subject 
FTD's performance and handling qualities represent the helicopter 
(as described in Sec.  60.7(d)(2)). This statement is provided at 
least once in each 12-month period established in the same manner as 
in example one.
    (b) There is no minimum number of hours of FTD use required.
    (3) Example Three.
    (a) A sponsor in New York (in this example, a Part 142 
certificate holder) establishes ``satellite'' training centers in 
Chicago and Moscow.
    (b) The satellite function means that the Chicago and Moscow 
centers must operate under the New York center's certificate (in 
accordance with all of the New York center's practices, procedures, 
and policies; e.g., instructor and/or technician training/checking 
requirements, 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 helicopter (as described in Sec.  
60.7(d)(1));
    OR
    (ii) A statement is obtained from a qualified pilot (having 
flown the helicopter, not the subject FTD or another FTD during the 
preceding 12-month period) stating that the performance and handling 
qualities of each FTD in the Chicago and Moscow centers represents 
the helicopter (as described in Sec.  60.7(d)(2)).

End Information

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

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Begin Information

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

End Information

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8. FSTD Use (Sec.  60.11)

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Begin Information

    No additional regulatory or informational material applies to 
Sec.  60.11, FSTD Use.

End Information

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9. FSTD Objective Data Requirements (Sec.  60.13)

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Begin QPS Requirements

    a. Flight test data used to validate FTD performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center 
of gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) Appropriate and sufficient data acquisition equipment or 
system(s), including appropriate data reduction and analysis methods 
and techniques, 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.

[[Page 59837]]

    (4) With any necessary guidance information provided; and
    (5) Without alteration, adjustments, or bias; however the data 
may be re-scaled, digitized, or otherwise manipulated to fit the 
desired presentation.
    c. After completion of any additional flight test, a flight test 
report must be submitted in support of the validation data. The 
report must contain sufficient data and rationale to support 
qualification of the FTD at the level requested.
    d. As required by Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or helicopter systems related data is available 
if this data is used to program and operate a qualified FTD. The 
data referred to in this sub-section are those data that are used to 
validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued. 
The sponsor must--
    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (a) Within 45 calendar days, notify the NSPM of--
    (b) The schedule to incorporate this data into the FTD; or
    (c) The reason for not incorporating this data into the FTD.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot tests'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snapshot.

End QPS Requirements

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Begin Information

    f. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and if appropriate, with 
the person having supplied the aircraft data package for the FTD in 
order to facilitate the notification described in this paragraph.
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
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.
    h. There is no requirement for any flight test data supplier to 
submit a flight test plan or program prior to gathering flight test 
data. However, the NSPM notes that inexperienced data gatherers 
often provide data that is irrelevant, improperly marked, or lacking 
adequate justification for selection. Other problems include 
inadequate information regarding initial conditions or test 
maneuvers. The NSPM has been forced to refuse these data submissions 
as validation data for an FTD evaluation. For this reason the NSPM 
recommends that any data supplier not previously experienced in this 
area review the data necessary for programming and for validating 
the performance of the FTD and discuss the flight test plan 
anticipated for acquiring such data with the NSPM well in advance of 
commencing the flight tests.
    i. The NSPM will consider, on a case-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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Begin Information

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

End Information

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

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

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1.
    (2) Meet the objective testing requirements listed in Attachment 
2 (Level 4 FTDs do not require objective tests).
    (3) Satisfactorily accomplish the subjective tests listed in 
Attachment 3.
    b. The request described in Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a qualification test guide (QTG), 
acceptable to the NSPM, that includes all of the following:
    (a) Objective data obtained from aircraft testing or another 
approved source.
    (b) Correlating objective test results obtained from the 
performance of the FTD as prescribed in the appropriate QPS.
    (c) The result of FTD subjective tests prescribed in the 
appropriate QPS.
    (d) A description of the equipment necessary to perform the 
evaluation for initial qualification and the continuing 
qualification evaluations.
    c. The QTG described in paragraph a(3) of this section must 
provide the documented proof of compliance with the FTD objective 
tests in Attachment 2, Table D2A of this appendix.
    d. The QTG is prepared and submitted by the sponsor, or the 
sponsor's agent on behalf of the sponsor, to the NSPM for review and 
approval, and must include, for each objective test:
    (1) Parameters, tolerances, and flight conditions.
    (2) Pertinent and complete instructions for conducting automatic 
and manual tests.
    (3) A means of comparing the FTD test results to the objective 
data.
    (4) Any other information as necessary to assist in the 
evaluation of the test results.
    (5) Other information appropriate to the qualification level of 
the FTD.
    e. The QTG described in paragraphs (a)(3) and (b) of this 
section, must include the following:
    (1) A QTG cover page with sponsor and FAA approval signature 
blocks (see Attachment 4, Figure D4C, for a sample QTG cover page).
    (2) A continuing qualification evaluation requirements page. 
This page will be used by the NSPM to establish and record the 
frequency with which continuing qualification evaluations must be 
conducted and any subsequent changes that may be determined by the 
NSPM in accordance with Sec.  60.19. See Attachment 4, Figure 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.

[[Page 59838]]

    (c) The aerodynamic data revision number or reference.
    (d) The source of the basic aerodynamic model and the 
aerodynamic coefficient data used to modify the basic model.
    (e) The engine model(s) and its data revision number or 
reference.
    (f) The flight control data revision number or reference.
    (g) The flight management system identification and revision 
level.
    (h) The FTD model and manufacturer.
    (i) The date of FTD manufacture.
    (j) The FTD computer identification.
    (k) The visual system model and manufacturer, including display 
type.
    (l) The motion system type and manufacturer, including degrees 
of freedom.
    (4) A Table of Contents.
    (5) A log of revisions and a list of effective pages.
    (6) List of all relevant data references.
    (7) A glossary of terms and symbols used (including sign 
conventions and units).
    (8) Statements of compliance and capability (SOCs) with certain 
requirements. 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.
    (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 QTG 
for the first helicopter model and a supplement to that QTG for each 
additional helicopter model. The NSPM will conduct evaluations for 
each helicopter model.
    g. The form and manner of presentation of objective test results 
in the QTG must include the following:
    (1) The sponsor's FTD test results must be recorded in a manner 
acceptable to the NSPM, that allows easy comparison of the FTD test 
results to the validation data (e.g., use of a multi-channel 
recorder, line printer, cross plotting, overlays, transparencies).
    (2) FTD results must be labeled using terminology common to 
helicopter parameters as opposed to computer software 
identifications.
    (3) Validation data documents included in a QTG may be 
photographically reduced only if such reduction will not alter the 
graphic scaling or cause difficulties in scale interpretation or 
resolution.
    (4) Scaling on graphical presentations must provide the 
resolution necessary to evaluate the parameters shown in Attachment 
2, Table D2A of this appendix.
    (5) Tests involving time histories, data sheets (or 
transparencies thereof) and FTD test results must be clearly marked 
with appropriate reference points to ensure an accurate comparison 
between FTD and helicopter with respect to time. Time histories 
recorded via a line printer are to be clearly identified for cross-
plotting on the helicopter data. Over-plots may not obscure the 
reference data.
    h. The sponsor may elect to complete the QTG objective and 
subjective tests at the manufacturer's facility or at the sponsor's 
training facility. If the tests are conducted at the manufacturer's 
facility, the sponsor must repeat at least one-third of the tests at 
the sponsor's training facility in order to substantiate FTD 
performance. The QTG must be clearly annotated to indicate when and 
where each test was accomplished. Tests conducted at the 
manufacturer's facility and at the sponsor's training facility must 
be conducted after the FTD is assembled with systems and sub-systems 
functional and operating in an interactive manner. The test results 
must be submitted to the NSPM.
    i. The sponsor must maintain a copy of the MQTG at the FTD 
location.
    j. All FTDs for which the initial qualification is conducted 
after May 30, 2014, must have an electronic MQTG (eMQTG) including 
all objective data obtained from helicopter testing, or another 
approved source (reformatted or digitized), together with 
correlating objective test results obtained from the performance of 
the FTD (reformatted or digitized) as prescribed in this appendix. 
The eMQTG must also contain the general FTD performance or 
demonstration results (reformatted or digitized) prescribed in this 
appendix, and a description of the equipment necessary to perform 
the initial qualification evaluation and the continuing 
qualification evaluations. The eMQTG must include the original 
validation data used to validate FTD performance and handling 
qualities in either the original digitized format from the data 
supplier or an electronic scan of the original time-history plots 
that were provided by the data supplier. A copy of the eMQTG must be 
provided to the NSPM.
    k. All other FTDs (not covered in subparagraph ``j'') must have 
an electronic copy of the MQTG by and after May 30, 2014. 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.
    l. During the initial (or upgrade) qualification evaluation 
conducted by the NSPM, the sponsor must also provide a person 
knowledgeable about the operation of the aircraft and the operation 
of the FTD.

End QPS Requirements

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Begin Information

    m. Only those FTDs that are sponsored by a certificate holder as 
defined in Appendix F will be evaluated by the NSPM. However, other 
FTD evaluations may be conducted on a case-by-case basis as the 
Administrator deems appropriate, but only in accordance with 
applicable agreements.
    n. The NSPM will conduct an evaluation for each configuration, 
and each FTD must be evaluated as completely as possible. To ensure 
a thorough and uniform evaluation, each FTD is subjected to the 
general FTD requirements in Attachment 1, 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) Flight deck configuration (see Attachment 1 of this 
appendix).
    (5) Pilot, flight engineer, and instructor station functions 
checks (see Attachment 1 and Attachment 3 of this appendix).
    (6) Helicopter systems and sub-systems (as appropriate) as 
compared to the helicopter simulated (see Attachment 1 and 
Attachment 3 of this appendix).
    (7) FTD systems and sub-systems, including force cueing 
(motion), visual, and aural (sound) systems, as appropriate (see 
Attachment 1 and Attachment 2 of this appendix).
    (8) Certain additional requirements, depending upon the 
qualification level sought, including equipment or circumstances 
that may become hazardous to the occupants. The sponsor may be 
subject to Occupational Safety and Health Administration 
requirements.
    o. The NSPM administers the objective and subjective tests, 
which includes an examination of functions. The tests include a 
qualitative assessment of the FTD by an NSP pilot. The NSP 
evaluation team leader may assign other qualified personnel to 
assist in accomplishing the functions examination

[[Page 59839]]

and/or the objective and subjective tests performed during an 
evaluation when required.
    (1) Objective tests provide a basis for measuring and evaluating 
FTD performance and determining compliance with the requirements of 
this part.
    (2) Subjective tests provide a basis for:
    (a) Evaluating the capability of the FTD to perform over a 
typical utilization period;
    (b) Determining that the FTD satisfactorily simulates each 
required task;
    (c) Verifying correct operation of the FTD controls, 
instruments, and systems; and
    (d) Demonstrating compliance with the requirements of this part.
    p. The tolerances for the test parameters listed in Attachment 2 
of this appendix reflect the range of tolerances acceptable to the 
NSPM for FTD validation and are not to be confused with design 
tolerances specified for FTD manufacture. In making decisions 
regarding tests and test results, the NSPM relies on the use of 
operational and engineering judgment in the application of data 
(including consideration of the way in which the flight test was 
flown and way the data was gathered and applied), data 
presentations, and the applicable tolerances for each test.
    q. In addition to the scheduled continuing qualification 
evaluation, each FTD is subject to evaluations conducted by the NSPM 
at any time without prior notification to the sponsor. Such 
evaluations would be accomplished in a normal manner (i.e., 
requiring exclusive use of the FTD for the conduct of objective and 
subjective tests and an examination of functions) if the FTD is not 
being used for flight crewmember training, testing, or checking. 
However, if the FTD were being used, the evaluation would be 
conducted in a non-exclusive manner. This non-exclusive evaluation 
will be conducted by the FTD evaluator accompanying the check 
airman, instructor, Aircrew Program Designee (APD), or FAA inspector 
aboard the FTD along with the student(s) and observing the operation 
of the FTD during the training, testing, or checking activities.
    r. Problems with objective test results are handled as follows:
    (1) If a problem with an objective test result is detected by 
the NSP evaluation team during an evaluation, the test may be 
repeated or the QTG may be amended.
    (2) If it is determined that the results of an objective test do 
not support the qualification level requested but do support a lower 
level, the NSPM may qualify the FTD at a lower level.
    s. After an FTD is successfully evaluated, the NSPM issues 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 evaluation and 
will list the tasks for which the FTD is qualified, referencing the 
tasks described in Table D1B in attachment 1. However, it is the 
sponsor's responsibility to obtain TPAA approval prior to using the 
FTD in an FAA-approved flight training program.
    t. Under normal circumstances, the NSPM establishes a date for 
the initial or upgrade evaluation within ten (10) working days after 
determining that a complete QTG is acceptable. Unusual circumstances 
may warrant establishing an evaluation date before this 
determination is made. A sponsor may schedule an evaluation date as 
early as 6 months in advance. However, there may be a delay of 45 
days or more in rescheduling and completing the evaluation if the 
sponsor is unable to meet the scheduled date. See Attachment 4, 
Figure D4A, Sample Request for Initial, Upgrade, or Reinstatement 
Evaluation.
    u. The numbering system used for objective test results in the 
QTG should closely follow the numbering system set out in Attachment 
2, FTD Objective Tests, Table D2A.
    v. Contact the NSPM or visit the NSPM Web site for additional 
information regarding the preferred qualifications of pilots used to 
meet the requirements of Sec.  60.15(d).
    w. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include approaches to and departures from slopes and 
pinnacles.

End Information

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

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Begin Information

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

End Information

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13. Previously Qualified FSTDs (Sec.  60.17)

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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 and replacement FTD systems qualified prior to May 30, 
2008, are not required to meet the general FTD requirements, the 
objective test requirements, and the subjective test requirements of 
Attachments 1, 2, and 3, respectively, of this appendix as long as 
the FTD continues to meet the test requirements contained in the 
MQTG developed under the original qualification basis.
    c. After (1 year after date of publication of the final rule in 
the Federal Register) each visual scene and airport model installed 
in and available for use in a qualified FTD must meet the 
requirements described in Attachment 3 of this appendix.

End QPS Requirements

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Begin Information

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

[[Page 59840]]

were out of service for a 1 year period, it would be necessary to 
complete the entire QTG, since all of the quarterly evaluations 
would have been missed. The NSPM will also consider how the FTD was 
stored, whether parts were removed from the FTD and whether the FTD 
was disassembled.
    j. The FTD will normally be requalified using the FAA-approved 
MQTG and the criteria that was in effect prior to its removal from 
qualification. However, inactive periods of 2 years or more will 
require re-qualification under the standards in effect and current 
at the time of requalification.

End Information

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

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

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

Begin QPS Requirement

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

End QPS Requirements

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

Begin Information

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

End Information

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

15. Logging FSTD Discrepancies (Sec.  60.20)

Begin Information

    No additional regulatory or informational material applies to 
Sec.  60.20. Logging FSTD Discrepancies.

End Information

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

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

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

Begin Information

    No additional regulatory or informational material applies to 
Sec.  60.21, Interim Qualification of FSTDs for New Helicopter Types 
or Models.

End Information

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

17. Modifications to FSTDs (Sec.  60.23)

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4, Figure D4H for a sample index of effective FSTD 
Directives. See Attachment 6 for a list of all effective FSTD 
Directives applicable to Helicopter FTDs.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

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

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

[[Page 59841]]

Begin Information

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

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

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

Begin Information

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

23. [Reserved]

End Information

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24. Levels of FTD

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

Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are 
fully defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A Level 4 device is one that may have an open 
helicopter-specific flight deck area, or an enclosed helicopter-
specific flight deck and at least one operating system. Air/ground 
logic is required (no aerodynamic programming required). All 
displays may be flat/LCD panel representations or actual 
representations of displays in the aircraft. All controls, switches, 
and knobs may be touch sensitive activation (not capable of manual 
manipulation of the flight controls) or may physically replicate the 
aircraft in control operation.
    (2) Level 5. A Level 5 device is one that may have an open 
helicopter-specific flight deck area, or an enclosed helicopter-
specific flight deck and a generic aerodynamic program with at least 
one operating system and control loading representative of the 
simulated helicopter. The control loading need only represent the 
helicopter at an approach speed and configuration. All displays may 
be flat/LCD panel representations or actual representations of 
displays in the aircraft. Primary and secondary flight controls 
(e.g., rudder, aileron, elevator, flaps, spoilers/speed brakes, 
engine controls, landing gear, nose wheel steering, trim, brakes) 
must be physical controls. All other controls, switches, and knobs 
may be touch sensitive activation.
    (3) Level 6. A Level 6 device is one that has an enclosed 
helicopter-specific flight deck and aerodynamic program with all 
applicable helicopter systems operating and control loading that is 
representative of the simulated helicopter throughout its ground and 
flight envelope and significant sound representation. All displays 
may be flat/LCD panel representations or actual representations of 
displays in the aircraft, but all controls, switches, and knobs must 
physically replicate the aircraft in control operation.
    (4) Level 7. A Level 7 device is one that has an enclosed 
helicopter-specific flight deck and aerodynamic program with all 
applicable helicopter systems operating and control loading that is 
representative of the simulated helicopter throughout its ground and 
flight envelope and significant sound representation. All displays 
may be flat/LCD panel representations or actual representations of 
displays in the aircraft, but all controls, switches, and knobs must 
physically replicate the aircraft in control operation. It also has 
a visual system that provides an out-of-the-flight deck view, 
providing cross-flight deck viewing (for both pilots simultaneously) 
of a field of view of at least 146[deg] horizontally and 36[deg] 
vertically as well as a vibration cueing system for characteristic 
helicopter vibrations noted at the pilot station(s).

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin QPS Requirements

1. Requirements

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

End QPS Requirements

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

Begin Information

2. Discussion

    a. This attachment describes the general requirements for 
qualifying Level 4 through Level 7 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 Flight Deck Configuration.
    (2) Programming.
    (3) Equipment Operation.
    (4) Equipment and facilities for instructor/evaluator functions.
    (5) Motion System.
    (6) Visual System.
    (7) Sound System.
    c. Table D1A provides the standards for the General FTD 
Requirements.
    d. Table D1B provides the tasks that the sponsor will examine to 
determine whether the FSTD satisfactorily meets the requirements for 
flight crew training, testing, and experience.
    e. Table D1C provides the functions that an instructor/check 
airman must be able to control in the simulator.
    f. It is not required that all of the tasks that appear on the 
List of Qualified Tasks (part of the SOQ) be accomplished during the 
initial or continuing qualification evaluation.

End Information

[[Page 59842]]

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

                  Table D1A.--Minimum FTD Requirements
------------------------------------------------------------------------
                >>
------------------------------------------------------
                                        FTD level       >
    Number         General FTD    --------------------       notes
                  requirements      4    5    6    7
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a..........  The FTD must have   ...  ...   X    X   For FTD purposes,
                a flight deck                           the flight deck
                that is a replica                       consists of all
                of the                                  that space
                helicopter, or                          forward of a
                set of                                  cross section of
                helicopters                             the flight deck
                simulated with                          at the most
                controls,                               extreme aft
                equipment,                              setting of the
                observable flight                       pilots' seats
                deck indicators,                        including
                circuit breakers,                       additional,
                and bulkheads                           required
                properly located,                       crewmember duty
                functionally                            stations and
                accurate and                            those required
                replicating the                         bulkheads aft of
                helicopter or set                       the pilot seats.
                of helicopters.
                The direction of
                movement of
                controls and
                switches must be
                identical to that
                in the helicopter
                or set of
                helicopters.
                Crewmember seats
                must afford the
                capability for
                the occupant to
                be able to
                achieve the
                design ``eye
                position.''
                Equipment for the
                operation of the
                flight deck
                windows must be
                included, but the
                actual windows
                need not be
                operable. Fire
                axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                flight simulator,
                but may be
                relocated to a
                suitable location
                as near as
                practical to the
                original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required.
------------------------------------------------------------------------
1.b..........  The FTD must have    X    X   ...  ...
                equipment (i.e.,
                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
                configuration,
                and may be in a
                flight deck or an
                open flight deck
                area. Additional
                equipment
                required for the
                authorized
                training and
                checking events
                must be available
                in the FTD but
                may be located in
                a suitable
                location as near
                as practical to
                the spatially
                correct position.
                Actuation of this
                equipment must
                replicate the
                appropriate
                function in the
                helicopter. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
               An SOC is
                required.
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a..........  The FTD must        ...   X    X    X   .................
                provide the
                proper effect of
                aerodynamic
                changes for the
                combinations of
                drag and thrust
                normally
                encountered in
                flight. This must
                include the
                effect of change
                in helicopter
                attitude, thrust,
                drag, altitude,
                temperature, and
                configuration.
               Levels 6 and 7
                additionally
                require the
                effects of
                changes in gross
                weight and center
                of gravity.
               Level 5 requires
                only generic
                aerodynamic
                programming.
               An SOC is
                required.
------------------------------------------------------------------------
2.b..........  The FTD must have    X    X    X    X
                the computer
                (analog or
                digital)
                capability (i.e.,
                capacity,
                accuracy,
                resolution, and
                dynamic response)
                needed to meet
                the qualification
                level sought.
               An SOC is
                required.
------------------------------------------------------------------------
2.c..........  Relative responses
                of the flight
                deck instruments
                must be measured
                by latency tests
                or transport
                delay tests, and
                may not exceed
                150 milliseconds.
                The instruments
                must respond to
                abrupt input at
                the pilot's
                position within
                the allotted
                time, but not
                before the time
                that the
                helicopter or set
                of helicopters
                would respond
                under the same
                conditions.

[[Page 59843]]

 
                Latency:   ...   X    X    X   The intent is to
                The FTD                                 verify that the
                instrument and,                         FTD provides
                if applicable,                          instrument cues
                the motion system                       that are, within
                and the visual                          the stated time
                system response                         delays, like the
                must not be prior                       helicopter
                to that time when                       responses. For
                the helicopter                          helicopter
                responds and may                        response,
                respond up to 150                       acceleration in
                milliseconds                            the appropriate,
                after that time                         corresponding
                under the same                          rotational axis
                conditions.                             is preferred.
                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.
               An objective test
                is required.
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a..........  All relevant         A    X    X    X
                instrument
                indications
                involved in the
                simulation of the
                helicopter must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                helicopter or set
                of helicopters;
                e.g., turbulence
                or winds.
               A subjective test
                is required.
------------------------------------------------------------------------
3.b..........  Navigation           A    X    X    X
                equipment must be
                installed and
                operate within
                the tolerances
                applicable for
                the helicopter or
                set of
                helicopters.
               Levels 6 and 7
                must also include
                communication
                equipment (inter-
                phone and air/
                ground) like that
                in the
                helicopter.
               Level 5 only needs
                that navigation
                equipment
                necessary to fly
                an instrument
                approach.
               A subjective test
                is required.
------------------------------------------------------------------------
3.c..........  Installed systems    A    X    X    X
                must simulate the
                applicable
                helicopter 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
                sponsor's
                training programs
                can be
                accomplished.
               Levels 6 and 7
                must simulate all
                applicable
                helicopter
                flight,
                navigation, and
                systems
                operation.
               Level 5 must have
                functional flight
                and navigational
                controls,
                displays, and
                instrumentation.
               A subjective test
                is required.
------------------------------------------------------------------------
3.d..........  The lighting         X    X    X    X   Back-lighted
                environment for                         panels and
                panels and                              instruments may
                instruments must                        be installed but
                be sufficient for                       are not
                the operation                           required.
                being conducted.
               A subjective test
                is required.
------------------------------------------------------------------------
3.e..........  The FTD must        ...  ...   X    X
                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.
               A subjective test
                is required.
------------------------------------------------------------------------
3.f..........  The FTD must        ...   X   ...  ...
                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.
               A subjective test
                is required.
------------------------------------------------------------------------

[[Page 59844]]

 
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to the   X    X    X    X   These seats need
                flight crewmember                       not be a replica
                stations,                               of an aircraft
                suitable seating                        seat and may be
                arrangements for                        as simple as an
                an instructor/                          office chair
                check airman and                        placed in an
                FAA Inspector                           appropriate
                must be                                 position.
                available. These
                seats must
                provide adequate
                view of
                crewmember's
                panel(s).
               A subjective test
                is required.
------------------------------------------------------------------------
4.b..........  The FTD must have    X    X    X    X
                instructor
                controls that
                permit activation
                of normal,
                abnormal, and
                emergency
                conditions, as
                may be
                appropriate. Once
                activated, proper
                system operation
                must result from
                system management
                by the crew and
                not require input
                from the
                instructor
                controls.
               A subjective test
                is required.
------------------------------------------------------------------------
5. Motion System
------------------------------------------------------------------------
5.a..........  The FTD may have a   X    X    X   ...
                motion system; if
                desired, although
                it is not
                required. If
                installed, the
                motion system
                operation may not
                be distracting.
               A subjective test
                is required.
------------------------------------------------------------------------
5.b..........  Although it is not   X    X    X   ...
                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 may 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
                helicopter would
                respond under the
                same conditions,
                it must be
                measured by
                latency tests or
                transport delay
                tests and may not
                exceed 150
                milliseconds.
                Instrument
                response may not
                occur prior to
                motion onset.
               An objective test
                is required.
------------------------------------------------------------------------
5.c..........  The FTD must have   ...  ...  ...   X   May be
                at least a                              accomplished by
                vibration cueing                        a ``seat
                system for                              shaker'' or a
                characteristic                          bass speaker
                helicopter                              sufficient to
                vibrations noted                        provide the
                at the pilot                            necessary
                station(s).                             cueing.
               If a motion system
                is installed,
                although it is
                not required, it
                must be measured
                by latency tests
                or transport
                delay tests and
                may not exceed
                100 milliseconds.
                Instrument
                response may not
                occur prior to
                motion onset.
               A subjective test
                is required.
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.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:.
------------------------------------------------------------------------
6.a.1........  The visual system    X    X    X   ...
                must respond to
                abrupt input at
                the pilot's
                position.
               An SOC is
                required.
               A Subjective Test
                is required.
------------------------------------------------------------------------
6.a.2........  The visual system    X    X    X   ...
                must be at least
                a single channel,
                non-collimated
                display.
               An SOC is
                required.
               A Subjective Test
                is required.
------------------------------------------------------------------------
6.a.3........  The visual system    X    X    X   ...
                must provide at
                least a field of
                view of 18[deg]
                vertical/24[deg]
                horizontal for
                the pilot flying.
               An SOC is
                required.
------------------------------------------------------------------------

[[Page 59845]]

 
6.a.4........  The visual system    X    X    X   ...
                must provide for
                a maximum
                parallax of
                10[deg] per pilot.
               An SOC is
                required.
------------------------------------------------------------------------
6.a.5........  The visual scene     X    X    X   ...
                content may not
                be distracting.
               An SOC is
                required.
               A Subjective Test
                is required.
------------------------------------------------------------------------
6.a.6........  The minimum          X    X    X   ...
                distance from the
                pilot's eye
                position to the
                surface of a
                direct view
                display may not
                be less than the
                distance to any
                front panel
                instrument.
               An SOC is
                required.
------------------------------------------------------------------------
6.a.7........  The visual system    X    X    X   ...
                must provide for
                a minimum
                resolution of 5
                arc-minutes for
                both computed and
                displayed pixel
                size.
               An SOC is
                required.
------------------------------------------------------------------------
6.b..........  If a visual system   X    X    X   ...
                is installed and
                additional
                training,
                testing, or
                checking credits
                are being sought
                on the basis of
                having a visual
                system, a visual
                system meeting
                the standards set
                out for at least
                a Level A FFS
                (see Appendix A
                of this part)
                will be required.
                A ``direct-
                view,'' non-
                collimated visual
                system (with the
                other
                requirements for
                a Level A visual
                system met) may
                be considered
                satisfactory for
                those
                installations
                where the visual
                system design
                ``eye point'' is
                appropriately
                adjusted for each
                pilot's position
                such that the
                parallax error is
                at or less than
                10[deg]
                simultaneously
                for each pilot.
               An SOC is
                required.
               An objective test
                is required.
------------------------------------------------------------------------
6.c..........  The FTD must        ...  ...  ...   X   Optimization of
                provide a                               the vertical
                continuous visual                       field of view
                field of view of                        may be
                at least 146[deg]                       considered with
                horizontally and                        respect to the
                36[deg]                                 specific
                vertically for                          helicopter
                both pilot seats,                       flight deck cut-
                simultaneously.                         off angle. When
                The minimum                             considering the
                horizontal field                        installation/use
                of view coverage                        of augmented
                must be plus and                        fields of view,
                minus one-half                          as described
                (\1/2\) of the                          here, it will be
                minimum                                 the
                continuous field                        responsibility
                of view                                 of the sponsor
                requirement,                            to meet with the
                centered on the                         NSPM to
                zero degree                             determine the
                azimuth line                            training,
                relative to the                         testing,
                aircraft                                checking, or
                fuselage.                               experience tasks
                Additional                              for which the
                horizontal field                        augmented field
                of view                                 of view
                capability may be                       capability may
                added at the                            be critical to
                sponsor's                               that approval.
                discretion
                provided the
                minimum field of
                view is retained.
                Capability for a
                field of view in
                excess of these
                minima is not
                required for
                qualification at
                Level 7. However,
                where specific
                tasks require
                extended fields
                of view beyond
                the 146[deg] by
                36[deg] (e.g., to
                accommodate the
                use of ``chin
                windows'' where
                the accommodation
                is either
                integral with or
                separate from the
                primary visual
                system display),
                then such
                extended fields
                of view must be
                provided.
               An SOC is required
                and must explain
                the geometry of
                the installation.
               An objective test
                is required.
------------------------------------------------------------------------
7. Sound System
------------------------------------------------------------------------
7.a..........  The FTD must        ...  ...   X    X
                simulate
                significant
                flight deck
                sounds resulting
                from pilot
                actions that
                correspond to
                those heard in
                the helicopter.
               A subjective test
                is required.
------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or
  procedure may be examined if the appropriate helicopter system or
  control is simulated in the FTD and is working properly.

[[Page 59846]]

                  Table D1B.--Minimum FTD Requirements
------------------------------------------------------------------------
               >>                 >>
------------------------------------------------------------------------
                  Subjective          FTD level
               requirements The --------------------
               FTD must be able
                to perform the
   Number      tasks associated                             Notes
              with the level of   4    5    6    7
                qualification
                   sought.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a.........  Preflight           A    A    X    X
               Inspection
               (Flight Deck
               Only) switches,
               indicators,
               systems, and
               equipment.
------------------------------------------------------------------------
1.b.........  APU/Engine start
               and run-up.
------------------------------------------------------------------------
1.b.1.......  Normal start        A    A    X    X
               procedures.
------------------------------------------------------------------------
1.b.2.......  Alternate start     A    A    X    X
               procedures.
------------------------------------------------------------------------
1.b.3.......  Abnormal starts     A    A    X    X
               and shutdowns
               (hot start, hung
               start).
------------------------------------------------------------------------
1.c.........  Taxiing--Ground..  ...  ...  ...   X
------------------------------------------------------------------------
1.d.........  Taxiing--Hover...  ...  ...  ...   X
------------------------------------------------------------------------
1.e.........  Pre-takeoff         A    A    X    X
               Checks.
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a.........  Normal takeoff...
------------------------------------------------------------------------
2.a.1.......  From ground......  ...  ...  ...   X
------------------------------------------------------------------------
2.a.2.......  From hover.......  ...  ...  ...   X
------------------------------------------------------------------------
2.a.3.......  Running..........  ...  ...  ...   X
------------------------------------------------------------------------
2.b.........  Instrument.......  ...  ...   X    X
------------------------------------------------------------------------
2.c.........  Powerplant         ...  ...   X    X
               Failure During
               Takeoff.
------------------------------------------------------------------------
2.d.........  Rejected Takeoff.  ...  ...  ...   X
------------------------------------------------------------------------
2.e.........  Instrument         ...  ...   X    X
               Departure.
------------------------------------------------------------------------
3. Climb
------------------------------------------------------------------------
3.a.........  Normal...........  ...  ...   X    X
------------------------------------------------------------------------
3.b.........  Obstacle           ...  ...  ...   X
               clearance.
------------------------------------------------------------------------
3.c.........  Vertical.........  ...  ...   X    X
------------------------------------------------------------------------
3.d.........  One engine         ...  ...   X    X
               inoperative.
------------------------------------------------------------------------
4. In-flight Maneuvers
------------------------------------------------------------------------
4.a.........  Turns (timed,      ...   X    X    X
               normal, steep).
------------------------------------------------------------------------
4.b.........  Powerplant         ...  ...   X    X
               Failure--Multien
               gine Helicopters.
------------------------------------------------------------------------
4.c.........  Powerplant         ...  ...   X    X
               Failure--Single-
               Engine
               Helicopters.
------------------------------------------------------------------------
4.d.........  Recovery From      ...  ...  ...   X
               Unusual
               Attitudes.
------------------------------------------------------------------------
4.e.........  Settling with      ...  ...  ...   X
               Power.
------------------------------------------------------------------------
5. Instrument Procedures
------------------------------------------------------------------------
5.a.........  Instrument         ...  ...   X    X
               Arrival.
------------------------------------------------------------------------
5.b.........  Holding..........  ...  ...   X    X
------------------------------------------------------------------------
5.c.........  Precision
               Instrument
               Approach
------------------------------------------------------------------------
5.c.1.......  Normal--All        ...   X    X    X
               engines
               operating.
------------------------------------------------------------------------
5.c.2.......  Manually           ...  ...   X    X
               controlled--One
               or more engines
               inoperative.
------------------------------------------------------------------------

[[Page 59847]]

 
5.d.........  Non-precision      ...   X    X    X
               Instrument
               Approach.
------------------------------------------------------------------------
5.e.........  Missed Approach
------------------------------------------------------------------------
5.e.1.......  All engines        ...  ...   X    X
               operating.
------------------------------------------------------------------------
5.e.2.......  One or more        ...  ...   X    X
               engines
               inoperative.
------------------------------------------------------------------------
5.e.3.......  Stability          ...  ...   X    X
               augmentation
               system failure.
------------------------------------------------------------------------
6. Landings and Approaches to Landings
------------------------------------------------------------------------
6.a.........  Visual Approaches  ...  ...  ...   X
               (normal, steep,
               shallow).
------------------------------------------------------------------------
6.b.........  Landings
------------------------------------------------------------------------
6.b.1.......  Normal/crosswind
------------------------------------------------------------------------
6.b.1.a.....  Running..........  ...  ...  ...   X
------------------------------------------------------------------------
6.b.1.b.....  From Hover.......  ...  ...  ...   X
------------------------------------------------------------------------
6.b.2.......  One or more        ...  ...  ...   X
               engines
               inoperative.
------------------------------------------------------------------------
 6.b.3......  Rejected Landing.  ...  ...  ...   X
------------------------------------------------------------------------
7. Normal and Abnormal Procedures
------------------------------------------------------------------------
7.a.........  Powerplant.......   A    A    X    X
------------------------------------------------------------------------
7.b.........  Fuel System......   A    A    X    X
------------------------------------------------------------------------
7.c.........  Electrical System   A    A    X    X
------------------------------------------------------------------------
7.d.........  Hydraulic System.   A    A    X    X
------------------------------------------------------------------------
7.e.........  Environmental       A    A    X    X
               System(s).
------------------------------------------------------------------------
7.f.........  Fire Detection      A    A    X    X
               and Extinguisher
               Systems.
------------------------------------------------------------------------
7.g.........  Navigation and      A    A    X    X
               Aviation Systems.
------------------------------------------------------------------------
7.h.........  Automatic Flight    A    A    X    X
               Control System,
               Electronic
               Flight
               Instrument
               System, and
               Related
               Subsystems.
------------------------------------------------------------------------
7.i.........  Flight Control      A    A    X    X
               Systems.
------------------------------------------------------------------------
7.j.........  Anti-ice and        A    A    X    X
               Deice Systems.
------------------------------------------------------------------------
7.k.........  Aircraft and        A    A    X    X
               Personal
               Emergency
               Equipment.
------------------------------------------------------------------------
7.l.........  Special Missions   ...  ...  ...   X
               tasks (e.g.,
               Night Vision
               goggles, Forward
               Looking Infrared
               System, External
               Loads and as may
               be listed on the
               Statement of
               Qualification).
------------------------------------------------------------------------
8. Emergency procedures (as applicable)
------------------------------------------------------------------------
8.a.........  Emergency Descent  ...  ...   X    X
------------------------------------------------------------------------
8.b.........  Inflight Fire and  ...  ...   X    X
               Smoke Removal.
------------------------------------------------------------------------
8.c.........  Emergency          ...  ...   X    X
               Evacuation.
------------------------------------------------------------------------
8.d.........  Ditching.........  ...  ...  ...   X
------------------------------------------------------------------------
8.e.........  Autorotative       ...  ...  ...   X
               Landing.
------------------------------------------------------------------------
8.f.........  Retreating blade   ...  ...  ...   X
               stall recovery.
------------------------------------------------------------------------

[[Page 59848]]

 
8.g.........  Mast bumping.....  ...  ...  ...   X
------------------------------------------------------------------------
8.h.........  Loss of tail       ...  ...   X    X
               rotor
               effectiveness.
------------------------------------------------------------------------
9. Postflight Procedures
------------------------------------------------------------------------
9.a.........  After-Landing       A    A    X    X
               Procedures.
------------------------------------------------------------------------
9.b.........  Parking and
               Securing
------------------------------------------------------------------------
9.b.1.......  Rotor brake         A    A    X    X
               operation.
------------------------------------------------------------------------
9.b.2.......  Abnormal/           A    A    X   X
               emergency
               procedures.
------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or
  procedure may be examined if the appropriate aircraft system or
  control is simulated in the FSTD and is working properly.

                  Table D1C.--Table of FTD System Tasks
------------------------------------------------------------------------
                   >>                         >
               requirements  In ----------------------------------------
                 order to be
               qualifed at the
              FTD qualification
               level indicated,
   Number      the FTD must be
               able to perform           4          5  6  7     Notes
                 at least the
               tasks associate
               with that level
              of qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS)
------------------------------------------------------------------------
1.a.........  Power switch(es).  A................  X  X  X
------------------------------------------------------------------------
1.b.........  Helicopter         A................  A  X  X  e.g., GW,
               conditions.                                   CG, Fuel
                                                             loading,
                                                             Systems,
                                                             Ground.
                                                              Crew.
------------------------------------------------------------------------
1.c.........  Airports /         A................  X  X  X   e.g.,
               Heliports /                                   Selection,
               Helicopter                                    Surface,
               Landing Areas.                                Presets,
                                                             Lighting
                                                             controls.
------------------------------------------------------------------------
1.d.........  Environmental      A................  X  X  X  e.g., Temp
               controls.                                     and Wind.
------------------------------------------------------------------------
1.e.........  Helicopter system  A................  A  X  X
               malfunctions
               (Insertion /
               deletion).
------------------------------------------------------------------------
1.f.........  Locks, Freezes,    A................  X  X  X
               and
               Repositioning
               (as appropriate).
------------------------------------------------------------------------
1.g.........  Sound Controls.    .................  X  X  X
               (On / off /
               adjustment).
------------------------------------------------------------------------
1.fh........  Motion / Control   .................  A  X  X
               Loading System,
               as appropriate.
               On / off /
               emergency stop.
------------------------------------------------------------------------
2. Observer Seats / Stations
------------------------------------------------------------------------
2.a.........  Position /         A................  X  X  X
               Adjustment /
               Positive
               restraint system.
------------------------------------------------------------------------

Attachment 2 to Appendix D to Part 60--

Flight Training Device (FTD) Objective Tests

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

Begin Information

1. Discussion

    a. If relevant winds are present in the objective data, the wind 
vector (magnitude and direction) should be noted as part of the data 
presentation, expressed in conventional terminology, and related to 
the runway being used for the test.
    b. The format for numbering the objective tests in Appendix C, 
Attachment 2, Table C2A, and the objective tests in Appendix D, 
Attachment 2, Table D2A, is identical. However, each test required 
for FFSs is not necessarily required for FTDs, and each test 
required for FTDs is not necessarily required for FFSs. When a test 
number (or series of numbers) is not required, the term ``Reserved'' 
is used in the table at that location. Following this numbering 
format provides a degree of commonality between the two tables and 
substantially reduces the potential for confusion when referring to 
objective test numbers for either FFSs or FTDs.
    c. A Level 4 FTD does not require objective tests and is not 
addressed in the following table.

End Information

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

Begin QPS Requirements

2. Test Requirements

    a. The ground and flight tests required for qualification are 
listed in Table D2A Objective Evaluation Tests. Computer generated 
FTD test results must be provided for each test except where an 
alternate test is specifically authorized by the NSPM. If a flight 
condition or operating condition is required for the test but does 
not apply to the helicopter being simulated or to the qualification 
level sought, it may be disregarded (e.g., engine out climb 
capability for a single-engine helicopter). Each test result is 
compared against the validation data described in Sec.  60.13, and 
in Appendix B. The results must be produced on an appropriate 
recording device acceptable to the NSPM and

[[Page 59849]]

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. The FTD may not be programmed so that the mathematical 
modeling is correct only at the validation test points. Unless noted 
otherwise, tests must represent helicopter performance and handling 
qualities at operating weights and centers of gravity (CG) typical 
of normal operation. If a test is supported by aircraft data at one 
extreme weight or CG, another test supported by aircraft data at 
mid-conditions or as close as possible to the other extreme is 
necessary. Certain tests that are relevant only at one extreme CG or 
weight condition need not be repeated at the other extreme. The 
results of the tests for Level 6 are expected to be indicative of 
the device's performance and handling qualities throughout all of 
the following:
    (1) The helicopter weight and CG envelope.
    (2) The operational envelope.
    (3) Varying atmospheric ambient and environmental conditions--
including the extremes authorized for the respective helicopter or 
set of helicopters.
    f. When comparing the parameters listed to those of the 
helicopter, sufficient data must also be provided to verify the 
correct flight condition and helicopter configuration changes. For 
example, to show that control force is within the parameters for a 
static stability test, data to show the correct airspeed, power, 
thrust or torque, helicopter configuration, altitude, and other 
appropriate datum identification parameters must also be given. If 
comparing short period dynamics, normal acceleration may be used to 
establish a match to the helicopter, but airspeed, altitude, control 
input, helicopter configuration, and other appropriate data must 
also be given. If comparing landing gear change dynamics, pitch, 
airspeed, and altitude may be used to establish a match to the 
helicopter, but landing gear position must also be provided. All 
airspeed values must be properly annotated (e.g., indicated versus 
calibrated). In addition, the same variables must be used for 
comparison (e.g., compare inches to inches rather than inches to 
centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
FTD will be set up and operated for each test. Each FTD subsystem 
may be tested independently, but overall integrated testing of the 
FTD must be accomplished to assure that the total FTD system meets 
the prescribed standards. A manual test procedure with explicit and 
detailed steps for completing each test must also be provided.
    h. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test'' results in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snap shot.
    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 effect 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 flight deck (e.g., ``helicopter 
modular controller''). These exceptions are noted in Section 2 
``Handling Qualities'' in Table D2A of this attachment. However, in 
these cases, the sponsor must provide a statement that the 
helicopter hardware meets the appropriate manufacturer's 
specifications and the sponsor must have supporting information to 
that fact available for NSPM review.
    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 within 10 percent of the average of the numerical 
values of the BOW and the maximum certificated gross 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.

End QPS Requirements

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

Begin Information

    Refer to Advisory Circular 120-27, ``Aircraft Weight and 
Balance;'' and FAA-H-8083-1, ``Aircraft Weight and Balance 
Handbook'' for more information.

End Information

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

                                                Table D2A.--Flight Training Device (FTD) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                       >>
------------------------------------------------------------------------------------------------------------------------------------
                      Test                                                                                           FTD level         >
------------------------------------------------      Tolerances       Flight conditions       Test details    ---------------------        Notes
          Number                   Title                                                                          5      6      7
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a. Engine Assessment
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1....................  Start Operations....
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59850]]

 
1.a.1.a..................  Engine start and      Light Off Time--     Ground with the      Record each engine             X      X
                            acceleration          10% or   Rotor Brake Used     start from the
                            (transient).          1 sec.   and Not Used.        initiation of the
                                                  Torque--5% Rotor                            steady state idle
                                                  Speed--3% Fuel                             state idle to
                                                  Flow--10% Gas
                                                  Generator Speed--
                                                  5%
                                                  Power Turbine
                                                  Speed--5% Gas
                                                  Turbine Temp.--
                                                  30
                                                  [deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.b..................  Steady State Idle     Torque--3% Rotor                            state idle and
                            conditions.           Speed--1.5% Fuel                           conditions. May be
                                                  Flow--5% Gas                              snapshot tests.
                                                  Generator Speed--
                                                  2%
                                                  Power Turbine
                                                  Speed--2% Turbine
                                                  Gas Temp.--20 [deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2....................  Power Turbine Speed   10% of   Ground.............  Record engine                  X      X
                            Trim.                 total change of                           response to trim
                                                  power turbine                             system actuation
                                                  speed.                                    in both directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2.a..................  Engine and Rotor      Torque--5% Rotor                            using a step input
                                                  Speed--1.5%.                               May be conducted
                                                                                            concurrently with
                                                                                            climb and descent
                                                                                            performance tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.3....................  Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b. Reserved
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c. Takeoff
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1....................  All Engines.........  Airspeed--Takeoff and   Record results of                     X
                                                  minus>3 kt,          Initial Segment of   takeoff flight
                                                  Altitude--20 ft (6.1                          takeoff and
                                                  m) Torque--3%, Rotor                           hover). The
                                                  Speed--1.5%,                               only to those
                                                  Vertical Velocity--                       segments at
                                                  100                           airspeeds above
                                                  fpm (0.50 m/sec)                          effective
                                                  or 10%, Pitch                             translational
                                                  Attitude--1.5[deg],                           be recorded from
                                                  Bank Attitude--                           the initiation of
                                                  2[deg],                             least 200 ft (61
                                                  Heading--2[deg],
                                                  Longitudinal
                                                  Control Position--
                                                  10%,
                                                  Lateral Control
                                                  Position--10%,
                                                  Directional
                                                  Control Position--
                                                  10%,
                                                  Collective Control
                                                  Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2. through 1.c.3.      Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d. Hover
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59851]]

 
                           Performance.........  Torque--3%, Pitch      (IGE); and Out of    light and heavy
                                                  Attitude--1.5[deg],      (OGE).               be a series of
                                                  Bank Attitude--                           snapshot tests.
                                                  1.5[deg],
                                                  Longitudinal
                                                  Control Position--
                                                  5%,
                                                  Lateral Control
                                                  Position--5%,
                                                  Directional
                                                  Control Position--
                                                  5%,
                                                  Collective Control
                                                  Position--5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e. Vertical Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
                           Performance.........  Vertical Velocity--  From OGE Hover.....  Record results for                    X
                                                  100                           light and heavy
                                                  fpm (0.50 m/sec)                          gross weights. May
                                                  or 10%,                                snapshot tests.
                                                  Directional
                                                  Control Position--
                                                  5%,
                                                  Collective Control
                                                  Position--5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f. Level Flight
--------------------------------------------------------------------------------------------------------------------------------------------------------
                           Performance and       Torque--3% Pitch       (Augmentation On     two gross weight                          performance at
                            Control Positions.    Attitude--1.5[deg]                            combinations with                         maximum endurance
                                                  Sideslip Angle--                          varying trim                              airspeed.
                                                  2[deg]                        speeds throughout
                                                  Longitudinal                              the airspeed
                                                  Control Position--                        envelope. May be a
                                                  5%                            series of snapshot
                                                  Lateral Control                           tests.
                                                  Position--5%
                                                  Directional
                                                  Control Position--
                                                  5%
                                                  Collective Control
                                                  Position--5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.g. Climb
--------------------------------------------------------------------------------------------------------------------------------------------------------
                           Performance and       Vertical Velocity--  All engines          Record results for      X      X      X
                            Trimmed Flight        100      operating. One       two gross weight
                            Control Positions.    fpm (61m/sec) or     engine               and CG
                                                  10%      inoperative.         combinations. The
                                                  Pitch Attitude--     Augmentation         data presented
                                                  1.5[deg]       Off.                 climb power
                                                  Sideslip Angle--                          conditions. May be
                                                  2[deg]                        a series of
                                                  Longitudinal                              snapshot tests.
                                                  Control Position--
                                                  5%
                                                  Lateral Control
                                                  Position--5%
                                                  Directional
                                                  Control Position--
                                                  5%
                                                  Collective Control
                                                  Position--5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h. Descent
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.1....................  Descent Performance   Torque--3% Pitch       fpm (5 m/sec) rate   two gross weight
                            Control Positions.    Attitude--1.5[deg]       at normal approach   combinations. May
                                                  Sideslip Angle--     speed.               be a series of
                                                  2[deg]   Augmentation         snapshot tests.
                                                  Longitudinal         System(s) On and
                                                  Control Position--   Off.
                                                  5%
                                                  Lateral Control
                                                  Position--5%
                                                  Directional
                                                  Control Position--
                                                  5%
                                                  Collective Control
                                                  Position--5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59852]]

 
1.h.2....................  Autorotation          Pitch Attitude--     Steady descents.     Record results for      X      X      X
                            Performance and       1.5[deg]       System(s) On and     conditions. Data
                            Control Positions.    Sideslip Angle--     Off.                 must be recorded
                                                  2[deg]                        for normal
                                                  Longitudinal                              operating RPM.
                                                  Control Position--                        (Rotor speed
                                                  5%                            tolerance applies
                                                  Lateral Control                           only if collective
                                                  Position--5%                                  is full down.)
                                                  Directional                               Data must be
                                                  Control Position--                        recorded for
                                                  5%                            speeds from 50
                                                  Collective Control                        kts., 5 kts
                                                  minus>5%.                                 through at least
                                                                                            maximum glide
                                                                                            distance airspeed.
                                                                                            May be a series of
                                                                                            snapshot tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.i. Autorotation
--------------------------------------------------------------------------------------------------------------------------------------------------------
                           Entry...............  Rotor Speed--3% Pitch                            rapid throttle
                                                  Attitude 2[deg] Roll                         If accomplished in
                                                  Attitude--3[deg] Yaw                          must be for the
                                                  Attitude--5[deg]                              airspeed. If
                                                  Airspeed--5 kts.                              climb, results
                                                  Vertical Velocity--                       must be for the
                                                  200                           maximum rate of
                                                  fpm (1.00 m/sec)                          climb airspeed at
                                                  or 10%.                                   or near maximum
                                                                                            continuous power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j. Landing
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59853]]

 
1.j.1....................  All Engines.........  Airspeed--3 kts.,                             the approach and
                                                  Altitude--20 ft.(6.1                          (running landing
                                                  m) Torque--3%, Rotor                           hover). The
                                                  Speed--1.5%, Pitch                         only to those
                                                  Attitude--1.5[deg],                           airspeeds above
                                                  Bank Attitude--                           effective
                                                  1.5[deg],                           lift. Record the
                                                  Heading--2[deg],                             ft. AGL (61 m) to
                                                  Longitudinal                              the landing or to
                                                  Control Position--                        where the hover is
                                                  10%,                          established prior
                                                  Lateral Control                           to landing.
                                                  Position--10%,
                                                  Directional
                                                  Control Position--
                                                  10%,
                                                  Collective Control
                                                  Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.2. through 1.j.3.      Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.4....................  Autorotational        Torque--3%, Rotor                           of an
                                                  Speed--3%, Vertical                        deceleration and
                                                  Velocity--100 fpm                             stabilized
                                                  (0.50 m/sec) or                           autorotational
                                                  10%, Pitch                                descent, to touch
                                                  Attitude--2[deg], Bank
                                                  Attitude--2[deg],
                                                  Heading--5[deg],
                                                  Longitudinal
                                                  Control Position--
                                                  10%,
                                                  Lateral Control
                                                  Position--10%,
                                                  Directional
                                                  Control Position--
                                                  10%,
                                                  Collective Control
                                                  Position--10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a......................  Control System        Contact the NSPM
                            Mechanical            for clarification
                            Characteristics.      of any issue
                                                  regarding
                                                  helicopters with
                                                  reversible
                                                  controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1....................  Cyclic..............  Breakout--0.25 lbs.      conditions. Trim     an uninterrupted
                                                  (0.112 daN) or       On and Off.          control sweep to
                                                  25%. Force--1.0 lb.        Augmentation On      test does not
                                                  (0.224 daN) or 10%.  and off.             apply if aircraft
                                                                                            hardware modular
                                                                                            controllers are
                                                                                            used.)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2....................  Collective and        Breakout--0.5 lb.        conditions. Trim     an uninterrupted
                                                  (0.224 daN) or       On and Off.          control sweep to
                                                  25%. Force--1.0 lb.        Augmentation On
                                                  (0.224 daN) or 10%.  and Off.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59854]]

 
2.a.3....................  Brake Pedal Force     5 lbs.   Ground; Static                               X      X      X
                            vs. Position.         (2.224 daN) or 10%.  conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.4....................  Trim System Rate      Rate--10%.           conditions. Trim     applies to the
                            systems).                                  On Friction Off.     recorded value of
                                                                                            the trim rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5....................  Control Dynamics      10% of   Hover/Cruise Trim    Results must be                X      X   Control Dynamics
                            (all axes).           time for first       On Friction Off.     recorded for a                            for irreversible
                                                  zero crossing and                         normal control                            control systems
                                                  10                            displacement in                           may be evaluated
                                                  (N+1)% of period                          both directions in                        in a ground/static
                                                  thereafter. 10% of                              25% to 50% of full                        to paragraph 3 of
                                                  amplitude of first                        throw.                                    this attachment
                                                  overshoot. 20% of                                                                        information. ``N''
                                                  amplitude of 2nd                                                                    is the sequential
                                                  and subsequent                                                                      period of a full
                                                  overshoots greater                                                                  cycle of
                                                  than 5% of initial                                                                  oscillation.
                                                  displacement.
                                                  1
                                                  overshoot.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6....................  Freeplay............  0.10 in  Ground; Static       Record and compare      X      X      X
                                                                       conditions.          results for all
                                                                                            controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b. Low Airspeed Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1....................  Trimmed Flight        Torque 3% Pitch       Flight IGE--         several airspeed
                                                  Attitude 1.5[deg]       rearward, and        translational
                                                  Bank Attitude        forward flight.      airspeed limits
                                                  2[deg]   Augmentation On      and for 45 kts.
                                                  Longitudinal         and Off.             forward airspeed.
                                                  Control Position                          May be a series of
                                                  5%                            snapshot tests.
                                                  Lateral Control
                                                  Position 5%
                                                  Directional
                                                  Control Position
                                                  5%
                                                  Collective Control
                                                  Position 5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2....................  Critical Azimuth....  Torque 3% Pitch       Augmentation On      three relative
                                                  Attitude 1.5[deg],                           (including the
                                                  Bank Attitude                             most critical
                                                  2[deg],                             critical quadrant.
                                                  Longitudinal                              May be a series of
                                                  Control Position                          snapshot tests.
                                                  5%,
                                                  Lateral Control
                                                  Position 5%,
                                                  Directional
                                                  Control Position
                                                  5%,
                                                  Collective Control
                                                  Position 5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3....................  Control Response....
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59855]]

 
2.b.3.a..................  Longitudinal........  Pitch Rate--10% or 2[deg]/sec.                         input. The Off-
                                                  Pitch Attitude                            axis response must
                                                  Change--10% or                              for unaugmented
                                                  1.5[deg].                                 cases. This test
                                                                                            must be conducted
                                                                                            in a hover, in
                                                                                            ground effect,
                                                                                            without entering
                                                                                            translational
                                                                                            flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.c..................  Directional.........  Yaw Rate--10% or 2[deg]/sec.                         input. The Off-
                                                  Heading Change--                          axis response must
                                                  10% or                        show correct trend
                                                  2[deg].                       for unaugmented
                                                                                            cases. This test
                                                                                            must be conducted
                                                                                            in a hover, in
                                                                                            ground effect,
                                                                                            without entering
                                                                                            translational
                                                                                            flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.d..................  Vertical............  Normal Acceleration  Hover..............  Record results for                    X
                                                  0.1g.                         a step control
                                                                                            input. The Off-
                                                                                            axis response must
                                                                                            show correct trend
                                                                                            for unaugmented
                                                                                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c. Longitudinal Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1....................  Control Response....  Pitch Rate--10% or 2[deg]/sec.                         cruise airspeeds
                                                  Pitch Attitude                            to include minimum
                                                  Change--10% or 1.5[deg].                           for a step control
                                                                                            input. The Off-
                                                                                            axis response must
                                                                                            show correct trend
                                                                                            for unaugmented
                                                                                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59856]]

 
2.c.2....................  Static Stability....  Longitudinal         Cruise or Climb.     Record results for      X      X      X
                                                  Control Position:    Autorotation.        a minimum of two
                                                  10% of   Augmentation On      speeds on each
                                                  change from trim     and Off.             side of the trim
                                                  or 0.25 in.                            series of snapshot
                                                  (6.3 mm) or                               tests.
                                                  Longitudinal
                                                  Control Force:
                                                  0.5
                                                  lb. (0.223 daN) or
                                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3....................  Dynamic Stability...
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.a..................  Long Term Response..  10% of   Cruise Augmentation  Record results for      X      X      X   The response for
                                                  calculated period.   On and Off.          three full cycles                         certain
                                                  10% of                        (6 overshoots                             helicopters may be
                                                  time to \1/2\ or                          after input                               unrepeatable
                                                  double amplitude,                         completed) or that                        throughout the
                                                  or 0.02 of                             determine time to
                                                  damping ratio. For                        \1/2\ or double
                                                  non-periodic                              amplitude,
                                                  responses, the                            whichever is less.
                                                  time history must                         For non-periodic
                                                  be matched within                         responses, the
                                                  10%                           test may be
                                                  pitch; and 10% airspeed                        to 20 sec if the
                                                  over a 20 sec                             test pilot
                                                  period following                          determines that
                                                  release of the                            the results are
                                                  controls.                                 becoming
                                                                                            uncontrollably
                                                                                            divergent.
                                                                                            Displace the
                                                                                            cyclic for one
                                                                                            second or less to
                                                                                            excite the test.
                                                                                            The result will be
                                                                                            either convergent
                                                                                            or divergent and
                                                                                            must be recorded.
                                                                                            If this method
                                                                                            fails to excite
                                                                                            the test, displace
                                                                                            the cyclic to the
                                                                                            predetermined
                                                                                            maximum desired
                                                                                            pitch attitude and
                                                                                            return to the
                                                                                            original position.
                                                                                            If this method is
                                                                                            used, record the
                                                                                            results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.b..................  Short Term Response.  1.5[deg]       Augmentation On      at least two                              inserted at the
                                                  Pitch or 2[deg]/sec.                                                                   of the aircraft
                                                  Pitch Rate. 0.1 g Normal                                                                  this test.
                                                  Acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59857]]

 
2.c.4....................  Maneuvering           Longitudinal         Cruise or Climb.     Record results for             X      X
                            Stability.            Control Position--   Augmentation On      at least two
                                                  10% of   and Off.             airspeeds at
                                                  change from trim                          30[deg]-45[deg]
                                                  or 0.25 in.                            force may be shown
                                                  (6.3 mm) or                               as a cross plot
                                                  Longitudinal                              for irreversible
                                                  Control Forces--                          systems. May be a
                                                  0.5                           series of snapshot
                                                  lb. (0.223 daN) or                        tests.
                                                  10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d. Lateral and Directional Handling Qualities
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1....................  Control Response....
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.a..................  Lateral.............  Roll Rate--10% or 3[deg]/sec.                         airspeeds,
                                                  Roll Attitude                             including the
                                                  Change--10% or 3[deg].                             required airspeed.
                                                                                            Record results for
                                                                                            a step control
                                                                                            input. The Off-
                                                                                            axis response must
                                                                                            show correct trend
                                                                                            for unaugmented
                                                                                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.b..................  Directional.........  Yaw Rate--10% or 2[deg]/sec.                         Airspeeds,
                                                  Yaw Attitude                              including the
                                                  Change--10% or 2[deg].                             required airspeed.
                                                                                            Record results for
                                                                                            a step control
                                                                                            input. The Off-
                                                                                            axis response must
                                                                                            show correct trend
                                                                                            for unaugmented
                                                                                            cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59858]]

 
2.d.2....................  Directional Static    Lateral Control      Cruise; or Climb     Record results for      X      X      X   This is a steady
                            Stability.            Position--10% of         instead of Climb     sideslip angles on                        test.
                                                  change from trim     if desired)          either side of the
                                                  or 0.25 in.       and Off.             force may be shown
                                                  (6.3 mm) or                               as a cross plot
                                                  Lateral Control                           for irreversible
                                                  Force--0.5 lb.                             series of snapshot
                                                  (0.223 daN) or                            tests.
                                                  10%. Roll
                                                  Attitude--1.5
                                                  Directional
                                                  Control Position--
                                                  10% of
                                                  change from trim
                                                  or 0.25 in.
                                                  (6.3 mm) or
                                                  Directional
                                                  Control Force--
                                                  1 lb.
                                                  (0.448 daN) or
                                                  10%. Longitudinal
                                                  Control Position--
                                                  10% of
                                                  change from trim
                                                  or 0.25 in.
                                                  (6.3 mm). Vertical
                                                  Velocity--100 fpm
                                                  (0.50m/sec) or 10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3....................  Dynamic Lateral and
                            Directional
                            Stability.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.a..................  Lateral-Directional   0.5      Cruise or Climb      Record results for      X      X      X
                            Oscillations.         sec. or      at least two
                                                  minus>10% of         Off.                 airspeeds. The
                                                  period. 10% of time                         initiated with a
                                                  to \1/2\ or double                        cyclic or a pedal
                                                  amplitude or 0.02 of                             Record results for
                                                  damping ratio.                            six full cycles
                                                  20% or                        (12 overshoots
                                                  1 sec                         after input
                                                  of time difference                        completed) or that
                                                  between peaks of                          sufficient to
                                                  bank and sideslip.                        determine time to
                                                                                            \1/2\ or double
                                                                                            amplitude,
                                                                                            whichever is less.
                                                                                            For non-periodic
                                                                                            response, the test
                                                                                            may be terminated
                                                                                            prior to 20 sec if
                                                                                            the test pilot
                                                                                            determines that
                                                                                            the results are
                                                                                            becoming
                                                                                            uncontrollably
                                                                                            divergent.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59859]]

 
2.d.3.b..................  Spiral Stability....  2[deg]   Cruise or Climb.     Record the results      X      X      X
                                                  or 10%   Augmentation On      of a release from
                                                  roll angle.          and Off.             pedal only or
                                                                                            cyclic only turns
                                                                                            for 20 sec.
                                                                                            Results must be
                                                                                            recorded from
                                                                                            turns in both
                                                                                            directions.
                                                                                            Terminate check at
                                                                                            zero roll angle or
                                                                                            when the test
                                                                                            pilot determines
                                                                                            that the attitude
                                                                                            is becoming
                                                                                            uncontrollably
                                                                                            divergent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.c..................  Adverse/Proverse Yaw  Correct Trend,       Cruise or Climb.     Record the time         X      X      X
                                                  2[deg]   Augmentation On      history of initial
                                                  transient sideslip   and Off.             entry into cyclic
                                                  angle.                                    only turns, using
                                                                                            only a moderate
                                                                                            rate for cyclic
                                                                                            input. Results
                                                                                            must be recorded
                                                                                            for turns in both
                                                                                            directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Reserved
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a. Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a., Visual System Response Time Test. This test is also
 sufficient for flight deck instrument response timing.)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1....................  Latency.............
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                 150 ms (or less)     Takeoff, climb, and  One test is                           X
                                                  after helicopter     descent.             required in each
                                                  response.                                 axis (pitch, roll
                                                                                            and yaw) for each
                                                                                            of the three
                                                                                            conditions (take-
                                                                                            off, cruise, and
                                                                                            approach or
                                                                                            landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2....................  Transport Delay.....
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                 150 ms (or less)     N/A................  A separate test is                    X
                                                  after controller                          required in each
                                                  movement.                                 axis (pitch, roll,
                                                                                            and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b. Field of View
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1....................  Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59860]]

 
4.b.2....................  Continuous visual     Minimum continuous   N/A................  An SOC is required                    X   Horizontal field of
                            field of view.        field of view                             and must explain                          view is centered
                                                  providing 146[deg]                        the geometry of                           on the zero degree
                                                  horizontal and                            the installation.                         azimuth line
                                                  36[deg] vertical                          Horizontal field                          relative to the
                                                  field of view for                         of view must not                          aircraft fuselage.
                                                  each pilot                                be less than a
                                                  simultaneously and                        total of 146[deg]
                                                  any geometric                             (including not
                                                  error between the                         less than 73[deg]
                                                  Image Generator                           measured either
                                                  eye point and the                         side of the center
                                                  pilot eye point is                        of the design eye
                                                  8[deg] or less.                           point). Additional
                                                                                            horizontal field
                                                                                            of view capability
                                                                                            may be added at
                                                                                            the sponsor's
                                                                                            discretion
                                                                                            provided the
                                                                                            minimum field of
                                                                                            view is retained.
                                                                                            Vertical field of
                                                                                            view: Not less
                                                                                            than a total of
                                                                                            36[deg] measured
                                                                                            from the pilot's
                                                                                            and co-pilot's eye
                                                                                            point.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.3....................  Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c......................  Surface contrast      Not less than 5:1..  N/A................  The ratio is                          X   Measurements may be
                            ratio.                                                          calculated by                             made using a
                                                                                            dividing the                              1[deg] spot
                                                                                            brightness level                          photometer and a
                                                                                            of the center,                            raster drawn test
                                                                                            bright square                             pattern filling
                                                                                            (providing at                             the entire visual
                                                                                            least 2 foot-                             scene (all
                                                                                            lamberts or 7 cd/                         channels) with a
                                                                                            m\2\) by the                              test pattern of
                                                                                            brightness level                          black and white
                                                                                            of any adjacent                           squares, 5 per
                                                                                            dark square.                              square, with a
                                                                                                                                      white square in
                                                                                                                                      the center of each
                                                                                                                                      channel. During
                                                                                                                                      contrast ratio
                                                                                                                                      testing, simulator
                                                                                                                                      aft-cab and flight
                                                                                                                                      deck ambient light
                                                                                                                                      levels should be
                                                                                                                                      zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59861]]

 
4.d......................  Highlight brightness  Not less than three  N/A................  Measure the                           X   Measurements may be
                                                  (3) foot-lamberts                         brightness of the                         made using a
                                                  (10 cd/m\2\).                             center white                              1[deg] spot
                                                                                            square while                              photometer and a
                                                                                            superimposing a                           raster drawn test
                                                                                            highlight on that                         pattern filling
                                                                                            white square. The                         the entire visual
                                                                                            use of                                    scene (all
                                                                                            calligraphic                              channels) with a
                                                                                            capabilities to                           test pattern of
                                                                                            enhance the raster                        black and white
                                                                                            brightness is                             squares, 5 per
                                                                                            acceptable, but                           square, with a
                                                                                            measuring light                           white square in
                                                                                            points is not                             the center of each
                                                                                            acceptable.                               channel.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e......................  Surface resolution..  Not greater than     N/A................  An SOC is required                    X   The eye will
                                                  two (2) arc                               and must include                          subtend two (2)
                                                  minutes.                                  the relevant                              arc minutes when
                                                                                            calculations.                             positioned on a
                                                                                                                                      3[deg] 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. This
                                                                                                                                      requirement is the
                                                                                                                                      same as 4 arc
                                                                                                                                      minutes per
                                                                                                                                      optical line pair.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f......................  Light point size....  Not greater than     N/A................  An SOC is required                    X   Light point size
                                                  five (5) arc-                             and must include                          may be measured
                                                  minutes.                                  the relevant                              using a test
                                                                                            calculations.                             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[deg]
                                                                                                                                      angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59862]]

 
4.g......................  Light point contrast                                                                                      A 1[deg] spot
                            ratio.                                                                                                    photometer may be
                                                                                                                                      used to measure a
                                                                                                                                      square of at least
                                                                                                                                      1[deg] filled with
                                                                                                                                      light points
                                                                                                                                      (where light point
                                                                                                                                      modulation is just
                                                                                                                                      discernible) and
                                                                                                                                      compare the
                                                                                                                                      results to the
                                                                                                                                      measured adjacent
                                                                                                                                      background. During
                                                                                                                                      contrast ratio
                                                                                                                                      testing, simulator
                                                                                                                                      aft-cab and flight
                                                                                                                                      deck ambient light
                                                                                                                                      levels should be
                                                                                                                                      zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.1....................  Reserved............
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.2....................                        Not less than 25:1.  N/A................  An SOC is required                    X
                                                                                            and must include
                                                                                            the relevant
                                                                                            calculations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h. Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                 The visible segment  Landing              The QTG must                          X   Pre-position for
                                                  in the simulator     configuration,       contain relevant                          this test is
                                                  must be within 20%   trimmed for          calculations and a                        encouraged, but
                                                  of the segment       appropriate          drawing showing                           may be achieved
                                                  computed to be       airspeed, at 100     the data used to                          via manual or
                                                  visible from the     ft (30 m) above      establish the                             autopilot control
                                                  helicopter flight    the touchdown        helicopter                                to the desired
                                                  deck. The            zone, on glide       location and the                          position.
                                                  tolerance(s) may     slope with an RVR    segment of the
                                                  be applied at        value set at 1,200   ground that is
                                                  either end or at     ft (350 m).          visible
                                                  both ends of the                          considering design
                                                  displayed segment.                        eyepoint,
                                                  However, lights                           helicopter
                                                  and ground objects                        attitude, flight
                                                  computed to be                            deck cut-off
                                                  visible from the                          angle, and a
                                                  helicopter flight                         visibility of 1200
                                                  deck at the near                          ft (350 m) RVR.
                                                  end of the visible                        Simulator
                                                  segment must be                           performance must
                                                  visible in the                            be measured
                                                  simulator.                                against the QTG
                                                                                            calculations. The
                                                                                            data submitted
                                                                                            must include at
                                                                                            least the
                                                                                            following:

[[Page 59863]]

 
                                                                                           (1) Static
                                                                                            helicopter
                                                                                            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 flight deck
                                                                                            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. If non-
                                                                                            homogenous fog is
                                                                                            used to obscure
                                                                                            visibility, the
                                                                                            vertical variation
                                                                                            in horizontal
                                                                                            visibility must be
                                                                                            described and be
                                                                                            included in the
                                                                                            slant range
                                                                                            visibility
                                                                                            calculation used
                                                                                            in the
                                                                                            computations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Reserved
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 59864]]

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

Begin Information

3. Control Dynamics

    a. The characteristics of a helicopter flight control system 
have a major effect on the handling qualities. A significant 
consideration in pilot acceptability of a helicopter is the ``feel'' 
provided through the flight deck controls. Considerable effort is 
expended on helicopter feel system design in order to deliver a 
system with which pilots will be comfortable and consider the 
helicopter desirable to fly. In order for an FTD to be 
representative, it too must present the pilot with the proper feel; 
that of the respective helicopter.
    (1) Recordings such as free response to an impulse or step 
function are classically used to estimate the dynamic properties of 
electromechanical systems. It is only possible to estimate the 
dynamic properties as a result of only being able to estimate true 
inputs and responses. Therefore, it is imperative that the best 
possible data be collected since close matching of the FTD control 
loading system to the helicopter systems is essential. Control feel 
dynamic tests are described in the Table of Objective Tests in this 
appendix. Where accomplished, the free response is measured after a 
step or pulse input is used to excite the system.
    (2) For initial and upgrade evaluations, it is required that 
control dynamic characteristics be measured at and recorded directly 
from the flight deck controls. This procedure is usually 
accomplished by measuring the free response of the controls using a 
step or pulse input to excite the system. The procedure must be 
accomplished in hover, climb, cruise, and autorotation. For 
helicopters with irreversible control systems, measurements may be 
obtained on the ground. Proper pitot-static inputs (if appropriate) 
must be provided to represent airspeeds typical of those encountered 
in flight.
    (3) It may be shown that for some helicopters, climb, cruise, 
and autorotation have like effects. Thus, some tests for one may 
suffice for some tests for another. If either or both considerations 
apply, engineering validation or helicopter manufacturer rationale 
must be submitted as justification for ground tests or for 
eliminating a configuration. For FTDs requiring static and dynamic 
tests at the controls, special test fixtures will not be required 
during initial and upgrade evaluations if the sponsor's QTG shows 
both test fixture results and the results of an alternative 
approach, such as computer plots which were produced concurrently 
and show satisfactory agreement. Repeat of the alternative method 
during the initial evaluation would then satisfy this test 
requirement.
    b. Control Dynamics Evaluations. The dynamic properties of 
control systems are often stated in terms of frequency, damping, and 
a number of other classical measurements which can be found in texts 
on control systems. In order to establish a consistent means of 
validating test results for FTD control loading, criteria are needed 
that will clearly define the interpretation of the measurements and 
the tolerances to be applied. Criteria are needed for both the 
underdamped system and the overdamped system, including the 
critically damped case. In the case of an underdamped system with 
very light damping, the system may be quantified in terms of 
frequency and damping. In critically damped or overdamped systems, 
the frequency and damping is not readily measured from a response 
time history. Therefore, some other measurement must be used.
    (1) Tests to verify that control feel dynamics represent the 
helicopter must show that the dynamic damping cycles (free response 
of the control) match that of the helicopter within specified 
tolerances. The method of evaluating the response and the tolerance 
to be applied are described below for the underdamped and critically 
damped cases.
    (a) Underdamped Response. Two measurements are required for the 
period, the time to first zero crossing (in case a rate limit is 
present) and the subsequent frequency of oscillation. It is 
necessary to measure cycles on an individual basis in case there are 
nonuniform periods in the response. Each period will be 
independently compared to the respective period of the helicopter 
control system and, consequently, will enjoy the full tolerance 
specified for that period.
    (b) The damping tolerance will be applied to overshoots on an 
individual basis. Care must be taken when applying the tolerance to 
small overshoots since the significance of such overshoots becomes 
questionable. Only those overshoots larger than 5 percent of the 
total initial displacement will be considered significant. The 
residual band, labeled T(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.
    (c) Critically Damped and Overdamped Response. Due to the nature 
of critically damped responses (no overshoots), the time to reach 90 
percent of the steady state (neutral point) value must be the same 
as the helicopter within 10 percent. The simulator 
response must be critically damped also. Figure 2 of this attachment 
illustrates the procedure.
    (d) Special considerations. Control systems that exhibit 
characteristics other than classical overdamped or underdamped 
responses should meet specified tolerances. In addition, special 
consideration should be given to ensure that significant trends are 
maintained.
    (2) Tolerances.
    (a) The following summarizes the tolerances, ``T'' for 
underdamped systems, and ``n'' is the sequential period of a full 
cycle of oscillation. See Figure D2A of this attachment for an 
illustration of the referenced measurements.

T(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 D2B for an illustration of the 
reference measurements:

T(P0).................................  10% of P0
 

BILLING CODE 4910-13-P

[[Page 59865]]

[GRAPHIC] [TIFF OMITTED] TP22OC07.050

End Information

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

Begin QPS Requirement

BILLING CODE 4910-13-C
    c. Alternative method for control dynamics evaluation.
    (1) An alternative means for validating control dynamics for 
aircraft with hydraulically powered flight controls and artificial 
feel systems is by the measurement of control force and rate of 
movement. For each axis of pitch, roll, and yaw, the control must be 
forced to its maximum extreme position for the following distinct 
rates. These tests are conducted at under normal flight and ground 
conditions.
    (a) Static test--Slowly move the control so that a full sweep is 
achieved within 95-105 seconds. A full sweep is defined as movement 
of the controller from neutral to the stop, usually aft or right 
stop, then to the opposite stop, then to the neutral position.
    (b) Slow dynamic test--Achieve a full sweep within 8-12 seconds.
    (c) Fast dynamic test--Achieve a full sweep within 3-5 seconds.

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

    (d) Tolerances
    (i) Static test; see Table D2A, Flight Training Device (FTD) 
Objective Tests, Items 2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test--2 lbs (0.9 daN) or 10% on dynamic increment above static test.

End QPS Requirement

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

Begin Information

    d. The FAA is open to alternative means that are justified and 
appropriate to the application. For example, the method described 
here may not apply to all manufacturers' systems and certainly not 
to aircraft with reversible control systems. Each

[[Page 59866]]

case is considered on its own merit on an ad hoc basis. If the FAA 
finds that alternative methods do not result in satisfactory 
performance, more conventionally accepted methods will have to be 
used.

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

     Additional Information About Flight Simulator 
Qualification for New or Derivative Helicopters, paragraph 8.
     Engineering Simulator Validation Data, paragraph 9.
     Validation Test Tolerances, paragraph 11.
     Validation Data Road Map, paragraph 12.
     Acceptance Guidelines for Alternative Avionics, 
paragraph 13.
     Transport Delay Testing, paragraph 14.
     Continuing Qualification Evaluation Validation Data 
Presentation, paragraph 15.

End Information

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

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

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

Begin QPS Requirements

1. Requirements

    a. Except for special use visual scenes and airport models 
described below, all visual scenes and airport models required by 
this part must be representations of real-world, operational 
airports or representations of fictional airports and must meet the 
requirements set out in Tables D3B and D3C of this attachment, as 
appropriate.
    b. If fictional airports are used, the sponsor must ensure that 
navigational aids and all appropriate maps, charts, and other 
navigational reference material for the fictional airports (and 
surrounding areas as necessary) are compatible, complete, and 
accurate with respect to the visual presentation and scene content 
of the visual model of this fictional airport. An SOC must be 
submitted that addresses navigation aid installation and performance 
and other criteria (including obstruction clearance protection) for 
all instrument approaches to the fictional airports that are 
available in the simulator. The SOC must reference and account for 
information in the terminal instrument procedures manual and the 
construction and availability of the required maps, charts, and 
other navigational material. This material must be clearly marked 
``for training purposes only.''
    c. When the simulator is being used by an instructor or 
evaluator for purposes of training, checking, or testing under this 
chapter, only visual scenes and airport models classified as Class 
I, Class II, or Class III may be available to the instructor or 
evaluator. The classifications are as follows:
    (1) Class I (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models used for FTD 
qualification at a specified level. These visual scenes and airport 
models must meet the minimum requirements in Table D3B of this 
attachment, be evaluated by the NSPM, be listed on the Statement of 
Qualification(SOQ), and be available for use at the FTD IOS.
    (2) Class II (whether modeling real world airports or fictional 
airports), for those visual scenes and airport models that are in 
excess of those used for FTD qualification at a specified level. 
These visual scenes and airport models must meet the minimum 
requirements set out in Table C3C of this attachment. These visual 
scenes and airport models may be made available on the FTD IOS 
without further involvement of the NSPM or the TPAA.
    (3) For an interim period ending (2 years after date of 
publication of the final rule in the Federal Register), Class III 
visual scenes and airport models (whether modeling real world 
airports, generic airports, or fictional airports) may be approved 
for specific purposes by the TPAA or a foreign regulatory authority 
for a foreign user of the device. Examples of approved activities 
include specific airport or runway qualification, very low 
visibility operations training, including Surface Movement Guidance 
System (SMGS) operations, or use of a specific airport visual model 
aligned with an instrument procedure for another airport for 
instrument training. At the end of the interim period, all Class III 
visual scenes and airport models must be classified as either a 
Class I or a Class II visual scene or airport model or be removed 
from availability at the simulator IOS. However, Class III visual 
scenes and airport models may continue to be used after the end of 
the interim period if they are part of a training program 
specifically approved by the TPAA or other regulatory authority that 
uses a task and capability analysis as the basis for approval of 
this specific media element, (i.e., the specific scene or model 
selected for use in that program).
    d. When a person sponsors an FSTD maintained by a person other 
than a U.S. certificate holder, the sponsor is accountable for that 
FSTD originally meeting, and continuing to meet, the criteria under 
which it was originally qualified and the appropriate Part 60 
criteria, including the visual scenes and airport models that may be 
used by instructors or evaluators for purposes of training, 
checking, or testing under this chapter.
    e. Neither Class II nor Class III airport visual models are 
required to appear on the SOQ. However, the sponsor is accountable 
that the FSTD originally meets, and continues to meet, the visual 
scene and airport model requirements for Class II or Class III 
visual scenes and airport models that may be used by instructors or 
evaluators for training, checking, or testing under this chapter.
    f. When the visual scenes and airport models represent real 
world airports and a permanent change is made to that real world 
airport (e.g., a new runway, an extended taxiway, a new lighting 
system, a runway closure) without a written extension grant from the 
NSPM (described below), an update to that visual scene or airport 
model must be made in accordance with the following time limits:
    (1) For a new airport runway, a runway extension, a new airport 
taxiway, a taxiway extension, or a runway/taxiway closure--within 60 
days of the opening for use of the new airport runway, runway 
extension, new airport taxiway, or taxiway extension; or within 60 
days of the closure of the runway or taxiway.
    (2) For a new or modified approach light system--within 30 days 
of the activation of the new or modified approach light system.
    (3) For other facility or structural changes on the airport 
(e.g., new terminal, relocation of Air Traffic Control Tower)--
within 6 months of the opening of the new or changed facility or 
structure.
    g. If a sponsor desires an extension to the time limit for an 
update to a visual scene or airport model, the sponsor must provide 
a written extension request to the POI/TCPM stating the reason for 
the update delay and a proposed completion date. A copy of this 
request must also be sent to the NSPM. The sponsor will forward a 
copy of the POI/TCPM's response to the NSPM. If the POI/TCPM has 
granted an extension, the NSPM will issue an extension 
authorization, not to exceed an additional 12 months.

End QPS Requirements

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

Begin Information

2. Discussion

    a. The subjective tests and the examination of functions provide 
a basis for evaluating the capability of the FTD to perform over a 
typical utilization period; determining that the FTD satisfactorily 
meets the appropriate training/testing/checking objectives and 
competently simulates each required maneuver, procedure, or task; 
and verifying correct operation of the FTD controls, instruments, 
and systems. The items in the list of operations tasks are for FTD 
evaluation purposes only. They must not be used to limit or exceed 
the authorizations for use of a given level of FTD as found in the 
Practical Test Standards or as 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.
    d. At the request of the TPAA, the NSP Pilot may assess the FTD 
for a special aspect of a sponsor's training program during the 
functions and subjective portion of an evaluation. Such an 
assessment may include a portion of a specific operation (e.g., a 
Line Oriented Flight Training (LOFT) scenario) or

[[Page 59867]]

special emphasis items in the sponsor's training program. Unless 
directly related to a requirement for the qualification level, the 
results of such an evaluation would not necessarily affect the 
qualification of the FTD.
    e. The FAA intends to allow the use of Class III visual scenes 
and airport models on a limited basis when the sponsor provides the 
TPAA (or other regulatory authority) an appropriate analysis of the 
skills, knowledge, and abilities (SKAs) necessary for competent 
performance of the tasks in which this particular media element is 
used. The analysis should describe the ability of the FSTD/visual 
media to provide an adequate environment in which the required SKAs 
may be satisfactorily performed and learned. The analysis should 
also include the specific media element, such as the visual scene or 
airport model. Additional sources of information on the conduct of 
task and capability analysis may be found on the FAA's Advanced 
Qualification Program (AQP) Web site at: http://www.faa.gov/education_research/training/aqp/.

End Information

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

     Table D3A.--Table of Functions and Subjective Tests Level 7 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
         Number                          Operations tasks
------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List or a
 Level 7 FTD. Items not installed, not functional on the FTD, and not
 appearing on the SOQ Configuration List, are not required to be listed
 as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a....................  Preflight Inspection (Flight Deck Only)
                          switches, indicators, systems, and equipment.
------------------------------------------------------------------------
1.b....................  APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1..................  Normal start procedures.
------------------------------------------------------------------------
1.b.2..................  Alternate start procedures.
------------------------------------------------------------------------
1.b.3..................  Abnormal starts and shutdowns (hot start, hung
                          start).
------------------------------------------------------------------------
1.b.4..................  Rotor engagement.
------------------------------------------------------------------------
1.b.5..................  System checks.
------------------------------------------------------------------------
1.c....................  Taxiing--Ground.
------------------------------------------------------------------------
1.c.1..................  Power required to taxi.
------------------------------------------------------------------------
1.c.2..................  Brake effectiveness.
------------------------------------------------------------------------
1.c.3..................  Ground handling.
------------------------------------------------------------------------
1.c.4..................  Abnormal/emergency procedures, for example:
------------------------------------------------------------------------
1.c.4.a................  Brake system failure.
------------------------------------------------------------------------
1.c.4.b................  Ground resonance.
------------------------------------------------------------------------
1.c.4.c................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
1.d....................  Taxiing--Hover.
------------------------------------------------------------------------
1.d.1..................  Takeoff to a hover.
------------------------------------------------------------------------
1.d.2..................  Instrument response.
------------------------------------------------------------------------
1.d.2.a................  Engine instruments.
------------------------------------------------------------------------
1.d.2.a................  Flight instruments.
------------------------------------------------------------------------
1.d.3..................  Hovering turns.
------------------------------------------------------------------------
1.d.4..................  Hover power checks.
------------------------------------------------------------------------
1.d.4.a................  In ground effect (IGE).
------------------------------------------------------------------------
1.d.4.b................  Out of ground effect (OGE).
------------------------------------------------------------------------
1.d.5..................  Crosswind/tailwind hover.
------------------------------------------------------------------------
1.d.6..................  Abnormal/emergency procedures:
------------------------------------------------------------------------
1.d.6.a................  Engine failure.
------------------------------------------------------------------------

[[Page 59868]]

 
1.d.6.b................  Fuel governing system failure.
------------------------------------------------------------------------
1.d.6.c................  Settling with power (OGE).
------------------------------------------------------------------------
1.d.6.d................  Stability augmentation system failure.
------------------------------------------------------------------------
1.d.6.e................  Directional control malfunction (including Loss
                          of Tail Rotor Effectiveness, LTE).
------------------------------------------------------------------------
1.d.6.f................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
1.e....................  Pre-takeoff Checks.
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a....................  Normal and Crosswind Takeoff.
------------------------------------------------------------------------
2.a.1..................  From ground.
------------------------------------------------------------------------
2.a.2..................  From hover.
------------------------------------------------------------------------
2.a.3..................  Running.
------------------------------------------------------------------------
2.a.4..................  Crosswind/tailwind.
------------------------------------------------------------------------
2.a.5..................  Maximum performance.
------------------------------------------------------------------------
2.b....................  Instrument.
------------------------------------------------------------------------
2.c....................  Powerplant Failure During Takeoff.
------------------------------------------------------------------------
2.c.1..................  Takeoff with engine failure after critical
                          decision point (CDP).
------------------------------------------------------------------------
2.d....................  Rejected Takeoff.
------------------------------------------------------------------------
2.e....................  Instrument Departure.
------------------------------------------------------------------------
2.f....................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
3. Climb
------------------------------------------------------------------------
3.a....................  Normal.
------------------------------------------------------------------------
3.b....................  Obstacle clearance.
------------------------------------------------------------------------
3.c....................  Vertical.
------------------------------------------------------------------------
3.d....................  One engine inoperative.
------------------------------------------------------------------------
3.e....................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
4. Inflight Maneuvers
------------------------------------------------------------------------
4.a....................  Performance.
------------------------------------------------------------------------
4.b....................  Flying qualities.
------------------------------------------------------------------------
4.c....................  Turns.
------------------------------------------------------------------------
4.c.1..................  Timed.
------------------------------------------------------------------------
4.c.2..................  Normal.
------------------------------------------------------------------------
4.c.3..................  Steep.
------------------------------------------------------------------------
4.d....................  Accelerations and decelerations.
------------------------------------------------------------------------
4.e....................  High-speed vibrations.
------------------------------------------------------------------------
4.f....................  Abnormal/emergency procedures, for example:
------------------------------------------------------------------------
4.f.1..................  Engine fire.
------------------------------------------------------------------------

[[Page 59869]]

 
4.f.2..................  Engine failure.
------------------------------------------------------------------------
4.f.2.a................  Powerplant Failure--Multiengine Helicopters.
------------------------------------------------------------------------
4.f.2.b................  Powerplant Failure--Single-Engine Helicopters.
------------------------------------------------------------------------
4.f.3..................  In-flight engine shutdown (and restart, if
                          applicable).
------------------------------------------------------------------------
4.f.4..................  Fuel governing system failures (e.g., FADEC
                          malfunction).
------------------------------------------------------------------------
4.f.5..................  Directional control malfunction.
------------------------------------------------------------------------
4.f.6..................  Hydraulic failure.
------------------------------------------------------------------------
4.f.7..................  Stability augmentation system failure.
------------------------------------------------------------------------
4.f.8..................  Rotor vibrations.
------------------------------------------------------------------------
4.f.9..................  Recovery From Unusual Attitudes.
------------------------------------------------------------------------
4.f.10.................  Settling with Power.
------------------------------------------------------------------------
4.g....................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
5. Instrument Procedures
------------------------------------------------------------------------
5.a....................  Instrument Arrival.
------------------------------------------------------------------------
5.b....................  Holding.
------------------------------------------------------------------------
5.c....................  Precision Instrument Approach.
------------------------------------------------------------------------
5.c.1..................  Normal--All engines operating.
------------------------------------------------------------------------
5.c.2..................  Manually controlled--One or more engines
                          inoperative.
------------------------------------------------------------------------
5.c.3..................  Approach procedures:
------------------------------------------------------------------------
5.c.3.a................  PAR.
------------------------------------------------------------------------
5.c.3.b................  GPS.
------------------------------------------------------------------------
5.c.3.c................  ILS.
------------------------------------------------------------------------
5.c.3.c.1..............  Manual (raw data).
------------------------------------------------------------------------
5.c.3.c.2..............  Autopilot* only.
------------------------------------------------------------------------
5.c.3.c.3..............  Flight director only.
------------------------------------------------------------------------
5.c.3.c.4..............  Autopilot* and flight director (if appropriate)
                          coupled.
------------------------------------------------------------------------
5.c.3.d................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
5.d....................  Non-precision Instrument Approach.
------------------------------------------------------------------------
5.d.1..................  Normal--All engines operating.
------------------------------------------------------------------------
5.d.2..................  One or more engines inoperative.
------------------------------------------------------------------------
5.d.3..................  Approach procedures:
------------------------------------------------------------------------
5.d.3.a................  NDB.
------------------------------------------------------------------------
5.d.3.b................  VOR, RNAV, TACAN, GPS.
------------------------------------------------------------------------
5.d.3.c................  ASR.
------------------------------------------------------------------------
5.d.3.d................  Circling.
------------------------------------------------------------------------
5.d.3.e................  Helicopter only.
------------------------------------------------------------------------

[[Page 59870]]

 
5.d.3.f................  Other (as may be listed on the Statement of
                          Qualification.
------------------------------------------------------------------------
5.e....................  Missed Approach.
------------------------------------------------------------------------
5.e.1..................  All engines operating.
------------------------------------------------------------------------
5.e.2..................  One or more engines inoperative.
------------------------------------------------------------------------
5.e.3..................  Stability augmentation system failure.
------------------------------------------------------------------------
5.e.4..................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
6. Landings and Approaches to Landings
------------------------------------------------------------------------
6.a....................  Visual Approaches.
------------------------------------------------------------------------
6.a.1..................  Normal.
------------------------------------------------------------------------
6.a.2..................  Steep.
------------------------------------------------------------------------
6.a.3..................  Shallow.
------------------------------------------------------------------------
6.a.4..................  Crosswind.
------------------------------------------------------------------------
6.b....................  Landings.
------------------------------------------------------------------------
6.b.1..................  Normal.
------------------------------------------------------------------------
6.b.1.a................  Running.
------------------------------------------------------------------------
6.b.1.b................  From Hover.
------------------------------------------------------------------------
6.b.2..................  Crosswind.
------------------------------------------------------------------------
6.b.3..................  Tailwind.
------------------------------------------------------------------------
6.b.4..................  One or more engines inoperative.
------------------------------------------------------------------------
6.b.5..................  Rejected Landing.
------------------------------------------------------------------------
6.b.6..................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
7. Normal and Abnormal Procedures (any phase of flight)
------------------------------------------------------------------------
7.a....................  Helicopter and powerplant systems operation (as
                          applicable).
------------------------------------------------------------------------
7.a.1..................  Anti-icing/deicing systems.
------------------------------------------------------------------------
7.a.2..................  Auxiliary power-plant.
------------------------------------------------------------------------
7.a.3..................  Communications.
------------------------------------------------------------------------
7.a.4..................  Electrical system.
------------------------------------------------------------------------
7.a.5..................  Environmental system.
------------------------------------------------------------------------
7.a.6..................  Fire detection and suppression.
------------------------------------------------------------------------
7.a.7..................  Flight control system.
------------------------------------------------------------------------
7.a.8..................  Fuel system.
------------------------------------------------------------------------
7.a.9..................  Engine oil system.
------------------------------------------------------------------------
7.a.10.................  Hydraulic system.
------------------------------------------------------------------------
7.a.11.................  Landing gear.
------------------------------------------------------------------------
7.a.12.................  Oxygen.
------------------------------------------------------------------------
7.a.13.................  Pneumatic.
------------------------------------------------------------------------

[[Page 59871]]

 
7.a.14.................  Powerplant.
------------------------------------------------------------------------
7.a.15.................  Flight control computers.
------------------------------------------------------------------------
7.a.16.................  Fly-by-wire controls.
------------------------------------------------------------------------
7.a.17.................  Stabilizer.
------------------------------------------------------------------------
7.a.18.................  Stability augmentation and control augmentation
                          system(s).
------------------------------------------------------------------------
7.a.19.................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
7.b....................  Flight management and guidance system (as
                          applicable).
------------------------------------------------------------------------
7.b.1..................  Airborne radar.
------------------------------------------------------------------------
7.b.2..................  Automatic landing aids.
------------------------------------------------------------------------
7.b.3..................  Autopilot*.
------------------------------------------------------------------------
7.b.4..................  Collision avoidance system.
------------------------------------------------------------------------
7.b.5..................  Flight data displays.
------------------------------------------------------------------------
7.b.6..................  Flight management computers.
------------------------------------------------------------------------
7.b.7..................  Head-up displays.
------------------------------------------------------------------------
7.b.8..................  Navigation systems.
------------------------------------------------------------------------
7.b.9..................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
8. Emergency procedures (as applicable)
------------------------------------------------------------------------
8.a....................  Autorotative Landing.
------------------------------------------------------------------------
8.b....................  Air hazard avoidance.
------------------------------------------------------------------------
8.c....................  Ditching.
------------------------------------------------------------------------
8.d....................  Emergency evacuation.
------------------------------------------------------------------------
8.e....................  Inflight fire and smoke removal.
------------------------------------------------------------------------
8.f....................  Retreating blade stall recovery.
------------------------------------------------------------------------
8.g....................  Mast bumping.
------------------------------------------------------------------------
8.h....................  Loss of tail rotor effectiveness.
------------------------------------------------------------------------
8.i....................  Other (as may be listed on the Statement of
                          Qualification).
------------------------------------------------------------------------
9. Postflight Procedures
------------------------------------------------------------------------
9.a....................  After-Landing Procedures.
------------------------------------------------------------------------
9.b....................  Parking and Securing.
------------------------------------------------------------------------
9.b.1..................  Engine and systems operation.
------------------------------------------------------------------------
9.b.2..................  Parking brake operation.
------------------------------------------------------------------------
9.b.3..................  Rotor brake operation.
------------------------------------------------------------------------
9.b.4..................  Abnormal/emergency procedures.
------------------------------------------------------------------------
10. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
10.a...................  Power Switch(es).
------------------------------------------------------------------------
10.b...................  Helicopter conditions.
------------------------------------------------------------------------

[[Page 59872]]

 
10.b.1.................  Gross weight, center of gravity, fuel loading
                          and allocation, etc.
------------------------------------------------------------------------
10.b.2.................  Helicopter systems status.
------------------------------------------------------------------------
10.b.3.................  Ground crew functions (e.g., ext. power).
------------------------------------------------------------------------
10.c...................  Airports.
------------------------------------------------------------------------
10.c.1.................  Selection.
------------------------------------------------------------------------
10.c.2.................  Runway selection.
------------------------------------------------------------------------
10.c.3.................  Preset positions (e.g., ramp, over final
                          approach fix).
------------------------------------------------------------------------
10.d...................  Environmental controls.
------------------------------------------------------------------------
10.d.1.................  Temperature.
------------------------------------------------------------------------
10.d.2.................  Climate conditions (e.g., ice, rain).
------------------------------------------------------------------------
10.d.3.................  Wind speed and direction.
------------------------------------------------------------------------
10.e...................  Helicopter system malfunctions.
------------------------------------------------------------------------
10.e.1.................  Insertion/deletion.
------------------------------------------------------------------------
10.e.2.................  Problem clear.
------------------------------------------------------------------------
10.f...................  Locks, Freezes, and Repositioning.
------------------------------------------------------------------------
10.f.1.................  Problem (all) freeze/release.
------------------------------------------------------------------------
10.f.2.................  Position (geographic) freeze/release.
------------------------------------------------------------------------
10.f.3.................  Repositioning (locations, freezes, and
                          releases).
------------------------------------------------------------------------
10.f.4.................  Ground speed control.
------------------------------------------------------------------------
10.g...................  Sound Controls.
------------------------------------------------------------------------
10.g.1.................  On/off/adjustment.
------------------------------------------------------------------------
10.h...................  Control Loading System (as applicable).
------------------------------------------------------------------------
10.h.1.................  On/off/emergency stop.
------------------------------------------------------------------------
10.i...................  Observer Stations.
------------------------------------------------------------------------
10.i.1.................  Position.
------------------------------------------------------------------------
10.i.2.................  Adjustments.
------------------------------------------------------------------------
*``Autopilot'' means attitude retention mode of operation.

     Table D3B.--Table of Functions and Subjective Tests Level 7 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                              Visual scene content requirements for
         Number                      qualification at Level 7
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality to qualify an FTD at the indicated level. This table
 applies only to the airport/helicopter landing area scenes required for
 FTD qualification.
------------------------------------------------------------------------
1......................  Functional test content requirements for Level
                          7 Flight Training Devices.
------------------------------------------------------------------------
                         The following is the minimum airport/landing
                          area model content requirement to satisfy
                          visual capability tests, and provides suitable
                          visual cues to allow completion of all
                          functions and subjective tests described in
                          this attachment for FTDs at Levels 7.
------------------------------------------------------------------------
1.a....................  A minimum of one (1) representative airport and
                          one (1) representative helicopter landing area
                          model.

[[Page 59873]]

 
                         The airport and the helicopter landing area may
                          be contained within the same visual model. If
                          this option is selected, the approach path to
                          the airport runway(s) and the approach path to
                          the helicopter landing area must be different.
                          The model(s) used to meet the following
                          requirements may be demonstrated at either a
                          fictional or a real-world airport or
                          helicopter landing area, but each must be
                          acceptable to the sponsor's TPAA, selectable
                          from the IOS, and listed on the Statement of
                          Qualification.
------------------------------------------------------------------------
1.b....................  Fidelity of the Visual Scene.
                         The fidelity of the visual scene must be
                          sufficient for the aircrew to visually
                          identify the airport and/or helicopter landing
                          area; determine the position of the simulated
                          helicopter within the visual scene;
                          successfully accomplish take-offs, approaches,
                          and landings; and maneuver around the airport
                          and/or helicopter landing area on the ground,
                          or hover taxi, as necessary.
------------------------------------------------------------------------
1.b.1..................  For each of the airport/helicopter landing
                          areas described in 1.a., the FTD visual system
                          must be able to provide at least the
                          following:
------------------------------------------------------------------------
1.b.1.a................  A night and twilight (dusk) environment.
------------------------------------------------------------------------
1.b.1.b................  A daylight environment.
------------------------------------------------------------------------
1.c....................  Runways:
------------------------------------------------------------------------
1.c.1..................  Visible runway number.
------------------------------------------------------------------------
1.c.2..................  Runway threshold elevations and locations must
                          be modeled to provide sufficient correlation
                          with helicopter systems (e.g., altimeter).
------------------------------------------------------------------------
1.c.3..................  Runway surface and markings.
------------------------------------------------------------------------
1.c.4..................  Lighting for the runway in use including runway
                          edge and centerline.
------------------------------------------------------------------------
1.c.5..................  Lighting, visual approach aid (VASI or PAPI)
                          and approach lighting of appropriate colors.
------------------------------------------------------------------------
1.c.6..................  Taxiway lights.
------------------------------------------------------------------------
1.d....................  Helicopter landing area.
------------------------------------------------------------------------
1.d.1..................  Standard heliport designation (``H'') marking,
                          properly sized and oriented.
------------------------------------------------------------------------
1.d.2..................  Perimeter markings for the Touchdown and Lift-
                          Off Area (TLOF) or the Final Approach and
                          Takeoff Area (FATO), as appropriate.
------------------------------------------------------------------------
1.d.3..................  Perimeter lighting for the TLOF or the FATO
                          areas, as appropriate.
------------------------------------------------------------------------
1.d.4..................  Appropriate markings and lighting to allow
                          movement from the runway or helicopter landing
                          area to another part of the landing facility.
------------------------------------------------------------------------
2......................  Visual scene management.
                         The following is the minimum visual scene
                          management requirements for a Level 7 FTD.
------------------------------------------------------------------------
2.a....................  Runway and helicopter landing area approach
                          lighting must fade into view appropriately in
                          accordance with the environmental conditions
                          set in the FTD.
------------------------------------------------------------------------
2.b....................  The direction of strobe lights, approach
                          lights, runway edge lights, visual landing
                          aids, runway centerline lights, threshold
                          lights, touchdown zone lights, and TLOF or
                          FATO lights must be replicated.
------------------------------------------------------------------------
3......................  Visual feature recognition.
                         The following are the minimum distances at
                          which runway features must be visible.
                          Distances are measured from runway threshold
                          or a helicopter landing area to a helicopter
                          aligned with the runway or helicopter landing
                          area on an extended 3[deg] glide-slope in
                          simulated meteorological conditions. For
                          circling approaches, all tests apply to the
                          runway used for the initial approach and to
                          the runway of intended landing.
------------------------------------------------------------------------
3.a....................  For runways: runway definition, strobe lights,
                          approach lights, and edge lights from 5 sm (8
                          km) of the threshold.
------------------------------------------------------------------------
3.b....................  For runways: centerline lights and taxiway
                          definition from 3 sm (5 km).
------------------------------------------------------------------------
3.c....................  For runways: Visual Approach Aid lights (VASI
                          or PAPI) from 3 sm (5 km) of the threshold.
------------------------------------------------------------------------
3.d....................  For runways: Visual Approach Aid lights (VASI
                          or PAPI) from 5 sm (8 km) of the threshold.
------------------------------------------------------------------------
3.e....................  For runways: runway threshold lights and
                          touchdown zone from 2 sm (3 km).
------------------------------------------------------------------------

[[Page 59874]]

 
3.f....................  For runways and helicopter landing areas:
                          markings within range of landing lights for
                          night/twilight scenes and the surface
                          resolution test on daylight scenes, as
                          required.
------------------------------------------------------------------------
3.g....................  For circling approaches: the runway of intended
                          landing and associated lighting must fade into
                          view in a non-distracting manner.
------------------------------------------------------------------------
3.h....................  For helicopter landing areas: landing direction
                          lights and raised FATO lights from 1 sm (1.5
                          km).
------------------------------------------------------------------------
3.i....................  For helicopter landing areas: Flush mounted
                          FATO lights, TOFL lights, and the lighted
                          windsock from 0.5 sm (750 m).
------------------------------------------------------------------------
4......................  Airport or Helicopter Landing Area Model
                          Content.
                         The following prescribes the minimum
                          requirements for an airport/helicopter landing
                          area visual model and identifies other aspects
                          of the environment that must correspond with
                          that model for a Level 7 FTD. For circling
                          approaches, all tests apply to the runway used
                          for the initial approach and to the runway of
                          intended landing. If all runways or landing
                          areas in a visual model used to meet the
                          requirements of this attachment are not
                          designated as ``in use,'' then the ``in use''
                          runways/landing areas must be listed on the
                          Statement of Qualification (e.g., KORD, Rwys
                          9R, 14L, 22R). Models of airports or
                          helicopter landing areas with more than one
                          runway or landing area must have all
                          significant runways or landing areas not ``in-
                          use'' visually depicted for airport/runway/
                          landing area recognition purposes. The use of
                          white or off white light strings that identify
                          the runway or landing area for twilight and
                          night scenes are acceptable for this
                          requirement; and rectangular surface
                          depictions are acceptable for daylight scenes.
                          A visual system's capabilities must be
                          balanced between providing visual models with
                          an accurate representation of the airport and
                          a realistic representation of the surrounding
                          environment. Each runway or helicopter landing
                          area designated as an ``in-use'' runway or
                          area must include the following detail that is
                          either modeled using airport/heliport
                          pictures, construction drawings and maps, U.S.
                          National Imagery and Mapping Agency data other
                          appropriate data, or modeled in accordance
                          with published regulatory material.
------------------------------------------------------------------------
4.a....................  The surface and markings for each ``in-use''
                          runway or helicopter landing area must include
                          the following:
------------------------------------------------------------------------
4.a.1..................  For airports: runway threshold markings, runway
                          numbers, touchdown zone markings, fixed
                          distance markings, runway edge markings, and
                          runway centerline stripes.
------------------------------------------------------------------------
4.a.2..................  For helicopter landing areas: markings for
                          standard heliport identification (``H'') and
                          TOFL, FATO, and safety areas.
------------------------------------------------------------------------
4.b....................  The lighting for each ``in-use'' runway or
                          helicopter landing area must include the
                          following:
------------------------------------------------------------------------
4.b.1..................  For airports: runway approach, threshold, edge,
                          end, centerline (if applicable), touchdown
                          zone (if applicable), leadoff, and visual
                          landing aid lights or light systems for that
                          runway.
------------------------------------------------------------------------
4.b.2..................  For helicopter landing areas: landing
                          direction, raised and flush FATO, TOFL,
                          windsock lighting.
------------------------------------------------------------------------
4.c....................  The taxiway surface and markings associated
                          with each ``in-use'' runway or helicopter
                          landing area must include the following:
------------------------------------------------------------------------
4.c.1..................  For airports: taxiway edge, centerline (if
                          appropriate), runway hold lines, and ILS
                          critical area(s).
------------------------------------------------------------------------
4.c.2..................  For helicopter landing areas: taxiways, taxi
                          routes, and aprons.
------------------------------------------------------------------------
4.d....................  The taxiway lighting associated with each ``in-
                          use'' runway or helicopter landing area must
                          include the following:
------------------------------------------------------------------------
4.d.1..................  For airports: taxiway edge, centerline (if
                          appropriate), runway hold lines, ILS critical
                          areas.
------------------------------------------------------------------------
4.d.2..................  For helicopter landing areas: taxiways, taxi
                          routes, and aprons.
------------------------------------------------------------------------
4.d.3..................  For airports: taxiway lighting of correct
                          color.
------------------------------------------------------------------------
4.e....................  Airport signage associated with each ``in-use''
                          runway or helicopter landing area must include
                          the following:
------------------------------------------------------------------------
4.e.1..................  For airports: signs for runway distance
                          remaining, intersecting runway with taxiway,
                          and intersecting taxiway with taxiway.
------------------------------------------------------------------------
4.e.2..................  For helicopter landing areas: as may be
                          appropriate for the model used.
------------------------------------------------------------------------
4.f....................  Required visual model correlation with other
                          aspects of the airport or helicopter landing
                          environment simulation:
------------------------------------------------------------------------
4.f.1..................  The airport or helicopter landing area model
                          must be properly aligned with the navigational
                          aids that are associated with operations at
                          the ``in-use'' runway or helicopter landing
                          area.
------------------------------------------------------------------------
4.f.2..................  The simulation of runway or helicopter landing
                          area contaminants must be correlated with the
                          displayed runway surface and lighting, if
                          applicable.
------------------------------------------------------------------------
5......................  Correlation with helicopter and associated
                          equipment.
                         The following are the minimum correlation
                          comparisons that must be made for a Level 7
                          FTD.
------------------------------------------------------------------------
5.a....................  Visual system compatibility with aerodynamic
                          programming.
------------------------------------------------------------------------

[[Page 59875]]

 
5.b....................  Visual cues to assess sink rate and depth
                          perception during landings.
------------------------------------------------------------------------
5.c....................  Accurate portrayal of environment relating to
                          FTD attitudes.
------------------------------------------------------------------------
5.d....................  The visual scene must correlate with integrated
                          helicopter systems, where fitted (e.g.,
                          terrain, traffic and weather avoidance systems
                          and Head-up Guidance System (HGS)).
------------------------------------------------------------------------
5.e....................  Representative visual effects for each visible,
                          own-ship, helicopter external light(s).
------------------------------------------------------------------------
5.f....................  The effect of rain removal devices.
------------------------------------------------------------------------
6......................  Scene quality.
                         The following are the minimum scene quality
                          tests that must be conducted for a Level 7
                          FTD.
------------------------------------------------------------------------
6.a....................  System light points should be free from
                          distracting jitter, smearing or streaking.
------------------------------------------------------------------------
6.b....................  Demonstration of occulting through each channel
                          of the system in an operational scene.
------------------------------------------------------------------------
6.c....................  Six discrete light step controls (0-5).
------------------------------------------------------------------------
7......................  Special weather representations, which include
                          visibility and RVR, measured in terms of
                          distance. Visibility/RVR checked at 2,000 ft
                          (600 m) above the airport or helicopter
                          landing area and at two heights below 2,000 ft
                          with at least 500 ft of separation between the
                          measurements. The measurements must be taken
                          within a radius of 10 sm (16 km) from the
                          airport or helicopter landing area.
------------------------------------------------------------------------
7.a....................  Effects of fog on airport lighting such as
                          halos and defocus.
------------------------------------------------------------------------
7.b....................  Effect of own-ship lighting in reduced
                          visibility, such as reflected glare, including
                          landing lights, strobes, and beacons.
------------------------------------------------------------------------
8......................  Instructor control of the following:
                         The following are the minimum instructor
                          controls that must be available in a Level 7
                          FTD.
------------------------------------------------------------------------
8.a....................  Environmental effects: e.g., cloud base, cloud
                          effects, cloud density, visibility in statute
                          miles/kilometers and RVR in feet/meters.
------------------------------------------------------------------------
8.b....................  Airport or helicopter landing area selection.
------------------------------------------------------------------------
8.c....................  Airport or helicopter landing area lighting,
                          including variable intensity.
------------------------------------------------------------------------
8.d....................  Dynamic effects including ground and flight
                          traffic.
------------------------------------------------------------------------
                           End QPS Requirement
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
9......................  An example of being able to ``combine two
                          airport models to achieve two ``in-use''
                          runways: One runway designated as the ``in-
                          use'' runway in the first model of the
                          airport, and the second runway designated as
                          the ``in-use'' runway in the second model of
                          the same airport. For example, the clearance
                          is for the ILS approach to Runway 27, Circle
                          to Land on Runway 18 right. Two airport visual
                          models might be used: the first with Runway 27
                          designated as the ``in use'' runway for the
                          approach to runway 27, and the second with
                          Runway 18 Right designated as the ``in use''
                          runway. When the pilot breaks off the ILS
                          approach to runway 27, the instructor may
                          change to the second airport visual model in
                          which runway 18 Right is designated as the
                          ``in use'' runway, and the pilot would make a
                          visual approach and landing. This process is
                          acceptable to the FAA as long as the temporary
                          interruption due to the visual model change is
                          not distracting to the pilot.
------------------------------------------------------------------------
10.....................  Sponsors are not required to provide every
                          detail of a runway, but the detail that is
                          provided should be correct within reasonable
                          limits.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

     Table D3C.--Table of Functions and Subjective Tests Level 7 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
                           Visual scene content requirements additional
         Number             visual models beyond minimum required for
                                          qualification
------------------------------------------------------------------------
This table specifies the minimum airport or helicopter landing area
 visual model content and functionality necessary to add visual models
 to an FTD's visual model library (i.e., beyond those necessary for
 qualification at the stated level) without the necessity of further
 involvement of the NSPM or TPAA.
------------------------------------------------------------------------
1......................  Visual scene management.
                         The following is the minimum visual scene
                          management requirements.
------------------------------------------------------------------------

[[Page 59876]]

 
1.a....................  The installation and direction of the following
                          lights must be replicated for the ``in-use''
                          surface:
------------------------------------------------------------------------
1.a.1..................  For ``in-use'' runways: strobe lights, approach
                          lights, runway edge lights, visual landing
                          aids, runway centerline lights, threshold
                          lights, and touchdown zone lights.
------------------------------------------------------------------------
1.a.2..................  For ``in-use'' helicopter landing areas: ground
                          level TLOF perimeter lights, elevated TLOF
                          perimeter lights (if applicable), Optional
                          TLOF lights (if applicable), ground FATO
                          perimeter lights, elevated TLOF lights (if
                          applicable), landing direction lights.
------------------------------------------------------------------------
2......................  Visual feature recognition.
                         The following are the minimum distances at
                          which runway or landing area features must be
                          visible. Distances are measured from runway
                          threshold or a helicopter landing area to an
                          aircraft aligned with the runway or helicopter
                          landing area on a 3[deg] glide-slope from the
                          aircraft to the touchdown point, in simulated
                          meteorological conditions. For circling
                          approaches, all tests apply to the runway used
                          for the initial approach and to the runway of
                          intended landing.
------------------------------------------------------------------------
2.a....................  For Runways.
------------------------------------------------------------------------
2.a.1..................  Strobe lights, approach lights, and edge lights
                          from 5 sm (8 km) of the threshold.
------------------------------------------------------------------------
2.a.2..................  Centerline lights and taxiway definition from 3
                          sm (5 km).
------------------------------------------------------------------------
2.a.3..................  Visual Approach Aid lights (VASI or PAPI) from
                          3 sm (5 km) of the threshold.
------------------------------------------------------------------------
2.a.4..................  Visual Approach Aid lights (VASI or PAPI) from
                          5 sm (8 km) of the threshold.
------------------------------------------------------------------------
2.a.5..................  Threshold lights and touchdown zone lights from
                          2 sm (3 km).
------------------------------------------------------------------------
2.a.6..................  Markings within range of landing lights for
                          night/twilight (dusk) scenes and as required
                          by the surface resolution test on daylight
                          scenes.
------------------------------------------------------------------------
2.a.7..................  For circling approaches, the runway of intended
                          landing and associated lighting must fade into
                          view in a non-distracting manner.
------------------------------------------------------------------------
2.b....................  For Helicopter landing areas.
------------------------------------------------------------------------
2.b.1..................  Landing direction lights and raised FATO lights
                          from 2 sm (3 km).
------------------------------------------------------------------------
2.b.2..................  Flush mounted FATO lights, TOFL lights, and the
                          lighted windsock from 1 sm (1500 m).
------------------------------------------------------------------------
2.b.3..................  Hover taxiway lighting (yellow/blue/yellow
                          cylinders) from TOFL area.
------------------------------------------------------------------------
2.b.4..................  Markings within range of landing lights for
                          night/twilight (dusk) scenes and as required
                          by the surface resolution test on daylight
                          scenes.
------------------------------------------------------------------------
3......................  Airport or Helicopter Landing Area Model
                          Content.
                         The following prescribes the minimum
                          requirements for what must be provided in an
                          airport visual model and identifies other
                          aspects of the airport environment that must
                          correspond with that model. The detail must be
                          modeled using airport pictures, construction
                          drawings and maps, U.S. National Imagery and
                          Mapping Agency data or other data, or modeled
                          in accordance with published regulatory
                          material; however, this does not require that
                          airport or helicopter landing area models
                          contain details that are beyond the designed
                          capability of the currently qualified visual
                          system. For circling approaches, all
                          requirements of this section apply to the
                          runway used for the initial approach and to
                          the runway of intended landing.
------------------------------------------------------------------------
3.a....................  The surface and markings for each ``in-use''
                          runway or helicopter landing area must include
                          the following:
------------------------------------------------------------------------
3.a.1..................  For airports: runway threshold markings, runway
                          numbers, touchdown zone markings, fixed
                          distance markings, runway edge markings, and
                          runway centerline stripes.
------------------------------------------------------------------------
3.a.2..................  For helicopter landing areas: Standard heliport
                          marking (``H''), TOFL, FATO, and safety areas.
------------------------------------------------------------------------
3.b....................  The lighting for each ``in-use'' runway or
                          helicopter landing area must include the
                          following:
------------------------------------------------------------------------
3.b.1..................  For airports: runway approach, threshold, edge,
                          end, centerline (if applicable), touchdown
                          zone (if applicable), leadoff, and visual
                          landing aid lights or light systems for that
                          runway.
------------------------------------------------------------------------
3.b.2..................  For helicopter landing areas: landing
                          direction, raised and flush FATO, TOFL,
                          windsock lighting.
------------------------------------------------------------------------
3.c....................  The taxiway surface and markings associated
                          with each ``in-use'' runway or helicopter
                          landing area must include the following:
------------------------------------------------------------------------
3.c.1..................  For airports: taxiway edge, centerline (if
                          appropriate), runway hold lines, and ILS
                          critical area(s),
------------------------------------------------------------------------
3.c.2..................  For helicopter landing areas: taxiways, taxi
                          routes, and aprons.
------------------------------------------------------------------------
3.d....................  The taxiway lighting associated with each ``in-
                          use'' runway or helicopter landing area must
                          include the following:
------------------------------------------------------------------------

[[Page 59877]]

 
3.d.1..................  For airports: runway edge, centerline (if
                          appropriate), runway hold lines, ILS critical
                          areas.
------------------------------------------------------------------------
3.d.2..................  For helicopter landing areas: taxiways, taxi
                          routes, and aprons.
------------------------------------------------------------------------
4......................  Required visual model correlation with other
                          aspects of the airport environment simulation.
                         The following are the minimum visual model
                          correlation tests that must be conducted for
                          Level 7 FTD.
------------------------------------------------------------------------
4.a....................  The airport model must be properly aligned with
                          the navigational aids that are associated with
                          operations at the ``in-use'' runway.
------------------------------------------------------------------------
4.b....................  Slopes in runways, taxiways, and ramp areas
                          must not cause distracting or unrealistic
                          effects.
------------------------------------------------------------------------
5......................  Correlation with helicopter and associated
                          equipment.
                         The following are the minimum correlation
                          comparisons that must be made.
------------------------------------------------------------------------
5.a....................  Visual system compatibility with aerodynamic
                          programming.
------------------------------------------------------------------------
5.b....................  Accurate portrayal of environment relating to
                          flight simulator attitudes.
------------------------------------------------------------------------
5.c....................  Visual cues to assess sink rate and depth
                          perception during landings.
------------------------------------------------------------------------
6......................  Scene quality.
                         The following are the minimum scene quality
                          tests that must be conducted.
------------------------------------------------------------------------
6.a....................  Light points free from distracting jitter,
                          smearing or streaking.
------------------------------------------------------------------------
6.b....................  Surfaces and textural cues free from apparent
                          quantization (aliasing).
------------------------------------------------------------------------
7......................  Instructor controls of the following.
                         The following are the minimum instructor
                          controls that must be available.
------------------------------------------------------------------------
7.a....................  Environmental effects, e.g., cloud base (if
                          used), cloud effects, cloud density,
                          visibility in statute miles/kilometers and RVR
                          in feet/meters.
------------------------------------------------------------------------
7.b....................  Airport/Heliport selection.
------------------------------------------------------------------------
7.c....................  Airport/Heliport lighting including variable
                          intensity.
------------------------------------------------------------------------
7.d....................  Dynamic effects including ground and flight
                          traffic.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8......................  Sponsors are not required to provide every
                          detail of a runway or helicopter landing area,
                          but the detail that is provided must be
                          correct within the capabilities of the system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------

     Table D3D.--Table of Functions and Subjective Tests Level 6 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
         Number                          Operations tasks
------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List or for
 a Level 6 FTD. Items not installed or not functional on the FTD and not
 appearing on the SOQ Configuration List, are not required to be listed
 as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a....................  Preflight Inspection (Flight Deck Only)
                          switches, indicators, systems, and equipment.
------------------------------------------------------------------------
1.b....................  APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1..................     Normal start procedures.
------------------------------------------------------------------------
1.b.2..................     Alternate start procedures.
------------------------------------------------------------------------
1.b.3..................     Abnormal starts and shutdowns.
------------------------------------------------------------------------

[[Page 59878]]

 
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.a....................  Performance.
------------------------------------------------------------------------
4.b....................  Flying qualities.
------------------------------------------------------------------------
4.c....................  Turns.
------------------------------------------------------------------------
4.c.1..................     Timed.
------------------------------------------------------------------------
4.c.2..................     Normal.
------------------------------------------------------------------------
4.c.3..................     Steep.
------------------------------------------------------------------------
4.d....................  Accelerations and decelerations.
------------------------------------------------------------------------
4.e....................  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.
------------------------------------------------------------------------

[[Page 59879]]

 
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.
------------------------------------------------------------------------
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.
------------------------------------------------------------------------

[[Page 59880]]

 
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 systems status.
------------------------------------------------------------------------
8.b.4..................     Ground crew functions (e.g., ext. power).
------------------------------------------------------------------------
8.c....................  Airports and landing areas.
------------------------------------------------------------------------
8.c.1..................     Number and selection.
------------------------------------------------------------------------
8.c.2..................     Runway or landing area selection.
------------------------------------------------------------------------
8.c.3..................     Preset positions (e.g., ramp, over FAF).
------------------------------------------------------------------------
8.c.4..................     Lighting controls.
------------------------------------------------------------------------
8.d....................  Environmental controls.
------------------------------------------------------------------------
8.d.1..................     Temperature.
------------------------------------------------------------------------
8.d.2..................     Climate conditions (e.g., ice, rain).
------------------------------------------------------------------------
8.d.3..................     Wind speed and direction.
------------------------------------------------------------------------
8.e....................  Helicopter system malfunctions.
------------------------------------------------------------------------
8.e.1..................     Insertion/deletion.
------------------------------------------------------------------------
8.e.2..................     Problem clear.
------------------------------------------------------------------------
8.f....................  Locks, Freezes, and Repositioning.
------------------------------------------------------------------------
8.f.1..................     Problem (all) freeze/release.
------------------------------------------------------------------------
8.f.2..................     Position (geographic) freeze/release.
------------------------------------------------------------------------
8.f.3..................     Repositioning (locations, freezes, and
                             releases).
------------------------------------------------------------------------
8.f.4..................     Ground speed control.
------------------------------------------------------------------------
8.g....................  Sound Controls. On/off/adjustment.
------------------------------------------------------------------------
8.h....................  Control Loading System (as applicable On/off/
                          emergency stop.)
------------------------------------------------------------------------
8.i....................  Observer Stations.
------------------------------------------------------------------------
8.i.1..................     Position.
------------------------------------------------------------------------
8.i.2..................     Adjustments.
------------------------------------------------------------------------
* ``Autopilot'' means attitude retention mode of operation.

[[Page 59881]]

     Table D3E.--Table of Functions and Subjective Tests Level 5 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
         Number                          Operations tasks
------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List or for
 a Level 5 FTD. Items not installed or not functional on the FTD and not
 appearing on the SOQ Configuration List, are not required to be listed
 as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a....................  Preflight Inspection (Flight Deck Only)
                          switches, indicators, systems, and equipment.
------------------------------------------------------------------------
1.b....................  APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1..................     Normal start procedures.
------------------------------------------------------------------------
1.b.2..................     Alternate start procedures.
------------------------------------------------------------------------
1.b.3..................     Abnormal starts and shutdowns.
------------------------------------------------------------------------
2. Climb
------------------------------------------------------------------------
2.a....................  Normal.
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
3.a....................  Performance.
------------------------------------------------------------------------
3.b....................  Turns, Normal.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a....................  Coupled instrument approach maneuvers (as
                          applicable for the systems installed).
------------------------------------------------------------------------
5. Normal and Abnormal Procedures (any phase of flight)
------------------------------------------------------------------------
5.a....................  Normal system operation (Installed systems).
------------------------------------------------------------------------
5.b....................  Abnormal/Emergency system operation (installed
                          systems).
------------------------------------------------------------------------
6. Postflight Procedures
------------------------------------------------------------------------
6.a....................  Parking and Securing.
------------------------------------------------------------------------
6.b....................  Engine and systems operation.
------------------------------------------------------------------------
6.c....................  Parking brake operation.
------------------------------------------------------------------------
6.d....................  Rotor brake operation.
------------------------------------------------------------------------
6.e....................  Abnormal/emergency procedures.
------------------------------------------------------------------------
7. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
7.a....................  Power Switch(es).
------------------------------------------------------------------------
7.b....................  Preset positions (ground; air)
------------------------------------------------------------------------
7.c....................  Helicopter system malfunctions.
------------------------------------------------------------------------
7.c.1..................     Insertion / deletion.
------------------------------------------------------------------------
7.c.2..................     Problem clear.
------------------------------------------------------------------------
7.d....................  Control Loading System (as applicable) On / off
                          / emergency stop.
------------------------------------------------------------------------
7.e....................  Observer Stations.
------------------------------------------------------------------------
7.e1...................     Position.
------------------------------------------------------------------------
7.e.2..................     Adjustments.
------------------------------------------------------------------------

[[Page 59882]]

     Table D3F.--Table of Functions and Subjective Tests Level 4 FTD
------------------------------------------------------------------------
                         >>
-------------------------------------------------------------------------
         Number                          Operations tasks
------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the
 helicopter simulated as indicated in the SOQ Configuration List or for
 a Level 4 FTD. Items not installed or not functional on the FTD and not
 appearing on the SOQ Configuration List, are not required to be listed
 as exceptions on the SOQ.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a....................  Preflight Inspection (Flight Deck Only)
                          switches, indicators, systems, and equipment.
------------------------------------------------------------------------
1.b....................  APU/Engine start and run-up.
------------------------------------------------------------------------
1.b.1..................     Normal start procedures.
------------------------------------------------------------------------
1.b.2..................     Alternate start procedures.
------------------------------------------------------------------------
1.b.3..................     Abnormal starts and shutdowns.
------------------------------------------------------------------------
2. Normal and Abnormal Procedures (any phase of flight)
------------------------------------------------------------------------
2.a....................  Normal system operation (Installed systems).
------------------------------------------------------------------------
2.b....................  Abnormal/Emergency system operation (installed
                          systems).
------------------------------------------------------------------------
3. Postflight Procedures
------------------------------------------------------------------------
3.a....................  Parking and Securing.
------------------------------------------------------------------------
3.b....................  Engine and systems operation.
------------------------------------------------------------------------
3.c....................  Parking brake operation.
------------------------------------------------------------------------
4. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
4.a....................  Power Switch(es).
------------------------------------------------------------------------
4.b....................  Preset positions (ground; air)
------------------------------------------------------------------------
4.c....................  Helicopter system malfunctions.
------------------------------------------------------------------------
4.c.1..................     Insertion / deletion.
------------------------------------------------------------------------
4.c.2..................     Problem clear.
------------------------------------------------------------------------

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

Table of Contents

Figure D4A Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation.
Figure D4B Attachment: FSTD Information Form
Figure D4C Sample Qualification Test Guide Cover Page
Figure D4D Sample Statement of Qualification--Certificate
Figure D4E Sample Statement of Qualification--Configuration List
Figure D4F Sample Statement of Qualification--List of Qualified 
Tasks
Figure D4G Sample Continuing Qualification Evaluation Requirements 
Page
Figure D4H Sample MQTG Index of Effective FSTD Directives
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BILLING CODE 4910-13-C

Attachment 5 to Appendix D to Part 60--FSTD Directives Applicable to 
Helicopter Flight Training Devices

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

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

Begin QPS Requirements

    a. Not later than May 30, 2010, each current sponsor of an FSTD 
must submit to the NSPM a proposed Quality Management System (QMS) 
program as described in this appendix. The NSPM will notify the 
sponsor of the acceptability of the program, including any required 
adjustments. Within 6 months of the notification of acceptability, 
the sponsor must implement the program, conduct internal audits, 
make required program adjustments as a result of any internal audit, 
and schedule the NSPM initial audit.
    b. First-time FSTD sponsors must submit to the NSPM the proposed 
QMS program no later than 120 days before the initial FSTD 
evaluation. The NSPM will notify the sponsor of the acceptability of 
the program, including any required adjustments. Within 6 months of 
the notification of acceptability, the sponsor must implement the 
program, conduct internal audits, make required program adjustments 
as a result of any internal audit, and schedule the NSPM initial 
audit.
    c. The Director of Operations for a Part 119 certificate holder, 
the Chief Instructor for a Part 141 certificate holder, or the 
equivalent for a Part 142 or Flight Engineer School sponsor must 
designate a Management Representative (MR) who has the authority to 
establish and modify the sponsor's policies, practices, and 
procedures regarding the QMS program for the recurring qualification 
and the daily use of each FSTD.
    d. The minimum content required for an acceptable QMS is found 
in Table E1. The policies, processes, or procedures described in 
this table must be maintained in a Quality Manual and will serve as 
the basis for the following:
    (1) The sponsor-conducted initial and recurring periodic 
assessments;
    (2) The NSPM-conducted initial and recurring periodic 
assessments; and
    (3) The continuing surveillance and analysis by the NSPM of the 
sponsor's performance and effectiveness in providing a satisfactory 
FSTD for use on a regular basis.
    e. The sponsor must conduct assessments of its QMS program in 
segments. The segments will be established by the NSPM at the 
initial assessment, and the interval for the segment assessments 
will be every 6 months. The intervals for the segment assessments 
may be extended beyond 6 months as the QMS program matures, but will 
not be extended beyond 12 months. The entire QMS program must be 
assessed every 24 months.
    f. The periodic assessments conducted by the NSPM will be 
conducted at intervals not less than once every 24 months, and 
include a comprehensive review of the QMS program. These reviews 
will be conducted more frequently if warranted.

End QPS Requirements

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

Begin Information

    g. An example of a segment assessment--At the initial QMS 
assessment, the NSPM will divide the QMS program into segments 
(e.g., 6 separate segments). There must be an assessment of a 
certain number of segments every 6 months (i.e., segments 1 and 2 at 
the end of the first 6 month period; segments 3 and 4 at the end of 
the second 6 month period (or one year); and segments 5 and 6 at the 
end of the third 6 month period (or 18 months). As the program 
matures, the interval between assessments may be extended to 12 
months (e.g., segments 1, 2, and 3 at the end of the first year; and 
segments 4, 5, and 6 at the end of the second year). In both cases, 
the entire QMS program is assessed at least every 24 months.
    h. The National Simulator Program Manager has available, on the 
NSP Web site, (http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/sqms/) the following materials to assist 
sponsors in preparing for an NSPM evaluation of a mandatory or 
voluntary QMS program. The sample documents include:
    (1) The NSPM desk assessment tool for initial evaluation of the 
required elements of a QMS program.
    (2) The NSPM on-site assessment tool for initial and continuing 
evaluation of the required elements of a QMS program.
    (3) The NSPM desk assessment tool for initial evaluation of the 
voluntary elements of a QMS program.
    (4) The NSPM on-site assessment tool for initial and continuing 
evaluation of the voluntary elements of a QMS program.
    (5) An Element Assessment Table that describes the circumstances 
that exist to

[[Page 59895]]

warrant a finding of ``non-compliance,'' or ``non-conformity;'' 
``partial compliance,'' or ``partial conformity;'' and ``acceptable 
compliance,'' or ``acceptable conformity.''
    (6) A sample Continuation Sheet for additional comments that may 
be added by the sponsor or the NSPM during a QMS evaluation.
    (7) A sample Sponsor Checklist to assist the sponsor in 
verifying the elements that comprise the required QMS program.
    (8) A sample Sponsor Checklist to assist the sponsor in 
verifying the elements that comprise the voluntary portion of QMS 
program.
    (9) A table showing the essential functions, processes, and 
procedures that relate to the required and voluntary QMS components 
and a cross-reference to each represented task.
    i. Additional Information.
    (1) In addition to specifically designated QMS evaluations, the 
NSPM will evaluate the sponsor's QMS program as part of regularly 
scheduled FSTD continuing qualification evaluations and no-notice 
FSTD evaluations, focusing in part on the effectiveness and 
viability of the QMS program and its contribution to the overall 
capability of the FSTD to meet the requirements of this part.
    (2) The sponsor or MR may delegate duties associated with 
maintaining the qualification of the FSTD (e.g., corrective and 
preventive maintenance, scheduling and conducting tests or 
inspections, functional preflight checks) but retain the 
responsibility and authority for the day-to-day qualification of the 
FSTD. One person may serve as the sponsor or MR for more than one 
FSTD, but one FSTD may not have more than one sponsor or MR.
    (3) A QMS program may be applicable to more than one certificate 
holder (e.g., part 119 and part 142 or two part 119 certificate 
holders) and an MR may work for more than one certificate holder 
(e.g., part 119 and part 142 or two part 119 certificate holders) as 
long as the QMS program requirements and the MR requirements are met 
for each certificate holder.
    (4) Standard Measurements for Flight Simulator Quality: A 
quality system based on FSTD performance will improve and maintain 
training quality. See http://www.faa.gov/safety/programs_initiatives/aircraft_aviation/nsp/sqms/ for more information on 
measuring FSTD performance.
    (5) 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 to extend the intervals between NSPM-
conducted evaluations.
    j. The FAA does not mandate a specific QMS program format, but 
an acceptable QMS program should contain the following:.
    (1) A Quality Policy. This is a formal written Quality Policy 
Statement that is a commitment by the sponsor outlining what the 
Quality System will achieve.
    (2) A MR who has overall authority for monitoring the on-going 
qualification of assigned FSTDs to ensure that all FSTD 
qualification issues are resolved as required by this part. The MR 
should ensure that the QMS program is properly implemented and 
maintained, and should:
    (a) Brief the sponsor's management on the qualification 
processes;
    (b) Serve as the primary contact point for all matters between 
the sponsor and the NSPM regarding the qualification of the assigned 
FSTDs; and
    (c) Oversee the day-to-day quality control.
    (3) The system and processes outlined in the QMS should enable 
the sponsor to monitor compliance with all applicable regulations 
and ensure correct maintenance and performance of the FSTD.
    (4) A QMS program and a statement acknowledging completion of a 
periodic review by the MR should include the following:
    (a) A maintenance facility that provides suitable FSTD hardware 
and software tests and maintenance capability.
    (b) A recording system in the form of a technical log in which 
defects, deferred defects, and development projects are listed, 
assigned and reviewed within a specified time period.
    (c) Routine maintenance of the FSTD and performance of the QTG 
tests with adequate staffing to cover FSTD operating periods.
    (d) A planned internal assessment schedule and a periodic review 
should be used to verify that corrective action was complete and 
effective. The assessor should have adequate knowledge of FSTDs and 
should be acceptable to the NSPM.
    (5) The MR should receive appropriate Quality System training 
and brief other personnel on the procedures.

End Information

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

                Table E1.--FSTD Quality Management System
------------------------------------------------------------------------
                                                          Information
       Number              >>          (reference)
------------------------------------------------------------------------
E1.1...............  A QMS manual that prescribes the  Sec.   60.5(a).
                      policies, processes, or
                      procedures outlined in this
                      table.
------------------------------------------------------------------------
E1.2...............  A policy, process, or procedure   Sec.   60.5(b).
                      specifying how the sponsor will
                      identify deficiencies in the
                      QMS.
------------------------------------------------------------------------
E1.3...............  A policy, process, or procedure   Sec.   60.5(b).
                      specifying how the sponsor will
                      document how the QMS program
                      will be changed to address
                      deficiencies.
------------------------------------------------------------------------
E1.4...............  A policy, process, or procedure   Sec.   60.5(c).
                      specifying how the sponsor will
                      address proposed program
                      changes (for programs that do
                      not meet the minimum
                      requirements as notified by the
                      NSPM) to the NSPM and receive
                      approval prior to their
                      implementation.
------------------------------------------------------------------------
E1.5...............  A policy, process, or procedure   Sec.   60.
                      specifying how the sponsor will   7(b)(5).
                      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 or
                      upgrade evaluation conducted by
                      the NSPM and at least once
                      within each subsequent 12-month
                      period thereafter.
------------------------------------------------------------------------
E1.6...............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.7(b)(6).
                      document that at least one FSTD
                      is used within the sponsor's
                      FAA-approved flight training
                      program for the aircraft or set
                      of aircraft at least once
                      within the 12-month period
                      following the first continuing
                      qualification evaluation
                      conducted by the NSP and at
                      least once within each
                      subsequent 12-month period
                      thereafter.
------------------------------------------------------------------------

[[Page 59896]]

 
E1.7...............  A policy, process, or procedure   Sec.   60.5(b)(7)
                      specifying how the sponsor will   and Sec.
                      obtain an annual written          60.7(d)(2).
                      statement from a qualified
                      pilot (who has flown the
                      subject aircraft or set of
                      aircraft during the preceding
                      12-month period) that the
                      performance and handling
                      qualities of the subject FSTD
                      represents the subject aircraft
                      or set of aircraft (within the
                      normal operating envelope).
                      Required only if the subject
                      FSTD is not used in the
                      sponsor's FAA-approved flight
                      training program for the
                      aircraft or set of aircraft at
                      least once within the preceding
                      12-month period.
------------------------------------------------------------------------
E1.8...............  A policy, process, or procedure   Sec.
                      specifying how independent        60.9(b)(1).
                      feedback (from persons recently
                      completing training,
                      evaluation, or obtaining flight
                      experience; instructors and
                      check airmen using the FSTD for
                      training, evaluation or flight
                      experience sessions; and FSTD
                      technicians and maintenance
                      personnel) will be received and
                      addressed by the sponsor
                      regarding the FSTD and its
                      operation.
------------------------------------------------------------------------
E1.9...............  A policy, process, or procedure   Sec.
                      specifying how and where the      60.9(b)(2).
                      FSTD Statement of Qualification
                      will be posted, or accessed by
                      an appropriate terminal or
                      display, in or adjacent to the
                      FSTD.
------------------------------------------------------------------------
E1.10..............  A policy, process, or procedure   Sec.   60.9(c)
                      specifying how the sponsor's      and Appendix E,
                      management representative (MR)    paragraph(d).
                      is selected and identified by
                      name to the NSPM.
------------------------------------------------------------------------
E1.11..............  A policy, process, or procedure   Sec.
                      specifying the MR authority and   60.9(c)(2), (3),
                      responsibility for the            and (4).
                      following:
------------------------------------------------------------------------
E1.11.a............  Monitoring the on-going
                      qualification of assigned FSTDs
                      to ensure all matters regarding
                      FSTD qualification are
                      completed as required by this
                      part.
------------------------------------------------------------------------
E1.11.b............  Ensuring that the QMS is
                      properly maintained by
                      overseeing the QMS policies,
                      practices, or procedures and
                      modifying as necessary.
------------------------------------------------------------------------
E1.11.c............  Regularly briefing sponsor's
                      management on the status of the
                      on-going FSTD qualification
                      program and the effectiveness
                      and efficiency of the QMS.
------------------------------------------------------------------------
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, as
                      appropriate.
------------------------------------------------------------------------
E1.12..............  A policy, process, or procedure   Sec.   60.13; QPS
                      specifying how the sponsor        Appendices A, B,
                      will:                             C, and D.
------------------------------------------------------------------------
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
                      the data results from a change
                      in performance, handling
                      qualities, functions, or other
                      characteristics of the aircraft
                      that must be considered for
                      flight crewmember training,
                      evaluation, or experience
                      requirements.
------------------------------------------------------------------------
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 or
                      operate a qualified FSTD.
------------------------------------------------------------------------
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 who supplied
                      the aircraft data package for
                      the FFS for the purposes of
                      receiving notification of data
                      package changes.
------------------------------------------------------------------------
E1.13..............  A policy, process, or procedure   Sec.   60.14.
                      specifying how the sponsor will
                      make available all special
                      equipment and qualified
                      personnel needed to conduct
                      tests during initial,
                      continuing qualification, or
                      special evaluations.
------------------------------------------------------------------------
E1.14..............  A policy, process, or procedure   Sec.   60.15(a)-
                      specifying how the sponsor will   (d); Sec.
                      submit to the NSPM a request to   60.15(b); Sec.
                      evaluate the FSTD for initial     60.15(b)(i);
                      qualification at a specific       Sec.
                      level and simultaneously          60.15(b)(ii);
                      request the TPAA forward a        Sec.
                      concurring letter to the NSPM;    60.15(b)(iii).
                      including how the MR will use
                      qualified personnel to confirm
                      the following:
------------------------------------------------------------------------
E1.14.a............  That the performance and
                      handling qualities of the FSTD
                      represent those of the aircraft
                      or set of aircraft within the
                      normal operating envelope.
------------------------------------------------------------------------
E1.14.b............  The FSTD systems and sub-systems
                      (including the simulated
                      aircraft systems) functionally
                      represent those in the aircraft
                      or set of aircraft.
------------------------------------------------------------------------

[[Page 59897]]

 
E1.14.c............  The flight deck represents the
                      configuration of the specific
                      type or aircraft make, model,
                      and series aircraft being
                      simulated, as appropriate.
------------------------------------------------------------------------
E1.15..............  A policy, process, or procedure   Sec.   60.15(e).
                      specifying how the subjective
                      and objective tests are
                      completed at the sponsor's
                      training facility for an
                      initial evaluation.
------------------------------------------------------------------------
E1.16..............  A policy, process, or procedure   Sec.   60.15(h).
                      specifying how the sponsor will
                      update the QTG with the results
                      of the FAA-witnessed tests and
                      demonstrations together with
                      the results of the objective
                      tests and demonstrations after
                      the NSPM completes the
                      evaluation for initial
                      qualification.
------------------------------------------------------------------------
E1.17..............  A policy, process, or procedure   Sec.   60.15(i).
                      specifying how the sponsor will
                      make the MQTG available to the
                      NSPM upon request.
------------------------------------------------------------------------
E1.18..............  A policy, process, or procedure   Sec.   60.16(a);
                      specifying how the sponsor will   Sec.
                      apply to the NSPM for             60.16(a)(1)(i);
                      additional qualification(s) to    and Sec.
                      the Statement of Qualification.   60.16(a)(1)(ii).
------------------------------------------------------------------------
E1.19..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(a)(1) QPS
                      completes all required            Appendices A, B,
                      Attachment 2 objective tests      C, or D.
                      each year in a minimum of four
                      evenly spaced inspections as
                      specified in the appropriate
                      QPS.
------------------------------------------------------------------------
E1.20..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(a)(2) QPS
                      completes and records a           Appendices A, B,
                      functional preflight check of     C, or D.
                      the FSTD within the preceding
                      24 hours of FSTD use, including
                      a description of the functional
                      preflight.
------------------------------------------------------------------------
E1.21..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(b)(2).
                      schedules continuing
                      qualification evaluations with
                      the NSPM.
------------------------------------------------------------------------
E1.22..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(b)(5)-(6).
                      ensures that the FSTD has
                      received a continuing
                      qualification evaluation at the
                      interval described in the MQTG.
------------------------------------------------------------------------
E1.23..............  A policy, process, or procedure   Sec.   60.19(c);
                      describing how discrepancies      Sec.
                      are recorded in the FSTD          60.19(c)(2)(i);
                      discrepancy log, including:       Sec.
                                                        60.19(c)(2)(ii).
------------------------------------------------------------------------
E1.23.a............  A description of how the
                      discrepancies are entered and
                      maintained in the log until
                      corrected.
------------------------------------------------------------------------
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.
------------------------------------------------------------------------
E1.24..............  A policy, process, or procedure   Sec.
                      specifying how the discrepancy    60.19(c)(2)(iii)
                      log is kept in a form and         .
                      manner acceptable to the
                      Administrator and 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, or procedure   Sec.   60.20.
                      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.
------------------------------------------------------------------------
E1.26..............  A policy, process, or procedure   Sec.   60.21(c).
                      specifying how the sponsor will
                      apply for initial qualification
                      based on the final aircraft
                      data package approved by the
                      aircraft manufacturer if
                      operating an FSTD based on an
                      interim qualification.
------------------------------------------------------------------------
E1.27..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.23(a)(1)-(2).
                      determines whether an FSTD
                      change qualifies as a
                      modification as defined in Sec.
                        60.23.
------------------------------------------------------------------------
E1.28..............  A policy, process, or procedure   Sec.   60.23(b).
                      specifying how the sponsor will
                      ensure the FSTD is modified in
                      accordance with any FSTD
                      Directive regardless of the
                      original qualification basis.
------------------------------------------------------------------------
E1.29..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.23(c)(1)(i),(
                      notify the NSPM and TPAA of       ii), and (iv).
                      their intent to use a 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
------------------------------------------------------------------------

[[Page 59898]]

 
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, or procedure   Sec.   60.23(d)-
                      specifying how, after an FSTD     (e).
                      modification is approved by the
                      NSPM, the sponsor will:
------------------------------------------------------------------------
E1.30.a............  Post an addendum to the
                      Statement of Qualification
                      until as the NSPM issues a
                      permanent, updated Statement of
                      Qualification.
------------------------------------------------------------------------
E1.30.b............  Update the MQTG with current
                      objective test results and
                      appropriate objective data for
                      each affected objective test or
                      other MQTG section affected by
                      the modification.
------------------------------------------------------------------------
E1.30.c............  File in the MQTG the requirement
                      from the NSPM to make the
                      modification and the record of
                      the modification completion.
------------------------------------------------------------------------
E1.31..............  A policy, process, or procedure   Sec.   60.25(b)-
                      specifying how the sponsor will   (c), and QPS
                      track the length of time a        Appendices A, B,
                      component has been missing,       C, or D.
                      malfunctioning, or inoperative
                      (MMI), including:
------------------------------------------------------------------------
E1.31.a............  How the sponsor will post a list
                      of MMI components in or
                      adjacent to the FSTD.
------------------------------------------------------------------------
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, or procedure   Sec.
                      specifying how the sponsor will   60.27(a)(3).
                      notify the NSPM and how the
                      sponsor will seek
                      requalification of the FSTD if
                      the FSTD is moved and
                      reinstalled in a different
                      location.
------------------------------------------------------------------------
E1.33..............  A policy, process, or procedure   Sec.   60.31.
                      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.....
------------------------------------------------------------------------
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 Sec.   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.
------------------------------------------------------------------------
E1.33.g.4..........  The identity of the person
                      determining that the
                      discrepancy has been corrected.
------------------------------------------------------------------------
\*\Note: 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.

[[Page 59899]]

              Simulation Quality Management System (SQMS) Responsibilities Matrix--QPS Requirements
                      [Simulation Quality Management System (SQMS) Responsibilities Matrix]
----------------------------------------------------------------------------------------------------------------
                                            >>
-----------------------------------------------------------------------------------------------------------------
                                                                     Designated responsibility  for approval or
          Number                         Function/element                 control  position, name or title
----------------------------------------------------------------------------------------------------------------
Sponsor Site/Location:
----------------------------------------------------------------------------------------------------------------
1........................   R   Responsible Management/Ultimate
                                 SQMS Authority.
----------------------------------------------------------------------------------------------------------------
2........................   R   Management Representative
                                 (Primary Contact Point with
                                 NSPM): Overseeing (Monitoring,
                                 Measurement, Analysis) and
                                 Modifying SQMS Policies,
                                 Processes, Practices and
                                 Procedures; Monitoring and
                                 Ensuring FSTD Qualification;
                                 Evaluation Scheduling.
----------------------------------------------------------------------------------------------------------------
3........................   V   Quality Policy...................
----------------------------------------------------------------------------------------------------------------
4........................   V   Quality Objectives...............
----------------------------------------------------------------------------------------------------------------
5........................   R   SQMS Manual/Chart-Maps for
                                 Functions--Elements--Processes.
----------------------------------------------------------------------------------------------------------------
6........................   R   Responsibilities Matrix..........
----------------------------------------------------------------------------------------------------------------
7........................   V   SQMS Awareness and Training......
----------------------------------------------------------------------------------------------------------------
8........................   V   Management Review/Management
                                 Provision of Resources.
----------------------------------------------------------------------------------------------------------------
9.a......................   R   SQMS Internal Assessment.........
----------------------------------------------------------------------------------------------------------------
9.b......................   V   Reporting of Assessment Results..
----------------------------------------------------------------------------------------------------------------
10.a.....................   R   SQMS Deficiency Identification,
                                 Program Change or Modification.
----------------------------------------------------------------------------------------------------------------
10.b.....................   V   SQMS Corrective Action or Managed
                                 Change.
----------------------------------------------------------------------------------------------------------------
11.a.....................   R   FSTD Routine Maintenance,
                                 Preventative Maintenance, and
                                 Pre-flight.
----------------------------------------------------------------------------------------------------------------
11.b.....................   V   Periodic Expanded Pre-flight/Fly-
                                 out.
----------------------------------------------------------------------------------------------------------------
12.a.....................   R   Objective Testing................
----------------------------------------------------------------------------------------------------------------
12.b.....................   V   QTG Test Completion Schedules....
----------------------------------------------------------------------------------------------------------------
13.......................   R   FSTD User Comments...............
----------------------------------------------------------------------------------------------------------------
14.......................   V   Tech-Management Liaison with
                                 Primary FSTD User(s).
----------------------------------------------------------------------------------------------------------------
15.......................   V   Scheduling/Tracking--Inspection,
                                 Testing, Engineering,
                                 Maintenance.
----------------------------------------------------------------------------------------------------------------
16.......................   V   FSTD Reliability Tracking,
                                 Measurement and Analysis.
----------------------------------------------------------------------------------------------------------------
17.......................   V   Trend Analysis of ``Current/
                                 Closed'' FSTD Discrepancy
                                 Records/Action Plan.
----------------------------------------------------------------------------------------------------------------
18.......................   V   Navigation Aid Data Base and
                                 Visual Model Currency.
----------------------------------------------------------------------------------------------------------------
19.......................   V   FSTD ``Training, Evaluation, and
                                 Flight Experience'' Restrictions.
----------------------------------------------------------------------------------------------------------------
20.......................   V   FSTD Removal from Service/Active
                                 Status, Out-of-Service
                                 Maintenance, Return to Service
                                 (Other than Loss of
                                 Qualification).
----------------------------------------------------------------------------------------------------------------
21.......................   R   FSTD Discrepancy Corrective
                                 Action and MMI Resolution.
----------------------------------------------------------------------------------------------------------------
22.a.....................   R   Liaison with Aircraft
                                 Manufacturer.
----------------------------------------------------------------------------------------------------------------
22.b.....................   V   Liaison with FSTD Manufacturer...
----------------------------------------------------------------------------------------------------------------
23.......................   V   Flight deck Configuration Control
----------------------------------------------------------------------------------------------------------------
24.......................   V   Engineering Order Control........
----------------------------------------------------------------------------------------------------------------
25.......................   V   Aircraft Avionics and Simulated
                                 Avionics Revision Control.
----------------------------------------------------------------------------------------------------------------
26.......................   R   FSTD Modification................
----------------------------------------------------------------------------------------------------------------
27.......................   R   Documented FSTD Usage or Annual
                                 ``FSTD Performance-Handling
                                 Quality'' Statement.
----------------------------------------------------------------------------------------------------------------

[[Page 59900]]

 
28.......................   V   Assignment Of Personnel (FSTD)...
----------------------------------------------------------------------------------------------------------------
29.......................   V   Work Environment, Criteria,
                                 Standards and Equipment Control.
----------------------------------------------------------------------------------------------------------------
30.......................   V   Measuring and Monitoring Device
                                 Control.
----------------------------------------------------------------------------------------------------------------
31.......................   V   Document/Record Control..........
----------------------------------------------------------------------------------------------------------------
32.......................   R   Organizational Chart.............
----------------------------------------------------------------------------------------------------------------
Note:
``R'' indicates the element is Required as part of a Basic SQMS Program.
``V'' indicates the element is voluntary and is part of the Advanced (Voluntary) SQMS Program.

Appendix F to Part 60--Definitions and Abbreviations for Flight 
Simulation Training Devices

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

Begin Information

    1. Some of the definitions presented below are repeated from the 
definitions found in 14 CFR part 1, as indicated parenthetically.

End Information

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

Begin QPS Requirements

2. Definitions

    1st Segment--the portion of the takeoff profile from liftoff to 
gear retraction.
    2nd Segment--the portion of the takeoff profile from after gear 
retraction to initial flap/slat retraction.
    3rd Segment--the portion of the takeoff profile after flap/slat 
retraction is complete.
    Aircraft Data Package--a combination of the various types of 
data used to design, program, manufacture, modify, and test the 
FSTD.
    Airspeed--calibrated airspeed unless otherwise specified and 
expressed in terms of nautical miles per hour (knots).
    Altitude--pressure altitude (meters or feet) unless specified 
otherwise.
    Angle of Attack--the angle between the airplane longitudinal 
axis and the relative wind vector projected onto the airplane plane 
of symmetry.
    Automatic Testing--FSTD testing where all stimuli are under 
computer control.
    Bank--the airplane attitude with respect to or around the 
longitudinal axis, or roll angle (degrees).
    Breakout--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.
    Closed Loop Testing--a test method where the input stimuli are 
generated by controllers that drive the FSTD to follow a pre-defined 
target response.
    Computer Controlled Airplane--an airplane where all pilot inputs 
to the control surfaces are transferred and augmented by computers.
    Confined Area (helicopter operations)--an area where the flight 
of the helicopter is limited in some direction by terrain or the 
presence of natural or man-made obstructions (e.g., a clearing in 
the woods, a city street, or a road bordered by trees or power lines 
are regarded as confined areas).
    Control Sweep--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--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 peripheral 
equipment can be used in more than one simulation.
    Critical Engine Parameter--the parameter that is the most 
accurate measure of propulsive force.
    Deadband--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--the length of space between two points, expressed in 
terms of nautical miles unless otherwise specified.
    Discrepancy--as used in this part, an aspect of the FSTD that is 
not correct with respect to the aircraft being simulated. This 
includes missing, malfunctioning, or inoperative components that are 
required to be present and operate correctly for training, 
evaluation, and experience functions to be creditable. It also 
includes errors in the documentation used to support the FSTD (e.g., 
MQTG errors, information missing from the MQTG, or required 
statements from appropriately qualified personnel).
    Downgrade--a permanent change in the qualification level of an 
FSTD to a lower level.
    Driven--a test method where the input stimulus or variable is 
positioned by automatic means, usually a computer input.
    Electronic Copy of the MQTG--an electronic copy of the MQTG 
provided by an electronic scan presented in a format, acceptable to 
the NSPM.
    Electronic Master Qualification Test Guide--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, 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 for 
the device (e.g., the objective and subjective tests, the 
inspections, or the continuing qualification evaluations) associated 
with the requirements of this part.
    Fictional Airport--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--recency of flight experience for landing 
credit purposes.

[[Page 59901]]

    Flight Simulation Training Device (FSTD)--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 acceptable data 
supplier during an aircraft flight test program.
    Flight Training Device (FTD)--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--the response of the FSTD after completion of a 
control input or disturbance.
    Frozen--a test condition where one or more variables are held 
constant with time.
    FSTD Approval--the extent to which an FSTD may be used by a 
certificate holder as authorized by the FAA.
    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.
    FSTD Latency--the additional time for the FSTD to respond to 
input that is beyond the response time of the aircraft.
    FSTD Performance--the overall performance of the FSTD, including 
aircraft performance (e.g., thrust/drag relationships, climb, range) 
and flight and ground handling.
    Full Flight Simulator (FFS)--a replica of a specific type, make, 
model, or series aircraft. It includes the equipment and computer 
programs necessary to represent aircraft operations in ground and 
flight conditions, a visual system providing an out-of-the-flight 
deck view, a system that provides cues at least equivalent to those 
of a three-degree-of-freedom motion system, and has the full range 
of capabilities of the systems installed in the device as described 
in part 60 of this chapter and the QPS for a specific FFS 
qualification level. (Part 1)
    Generic Airport--a Class III visual model that combines correct 
navigation aids for a real world airport with a visual model that 
does not depict that same airport.
    Grandfathering--as used in this part, the practice of assigning 
a qualification basis for an FSTD based on the period of time during 
which a published set of standards governed the requirements for the 
initial and continuing qualification of FSTDs. Each FSTD 
manufactured during this specified period of time is 
``grandfathered'' or held to the standards that were in effect 
during that time period. The grandfathered standards remain 
applicable to each FSTD manufactured during the stated time period 
regardless of any subsequent modification to those standards and 
regardless of the sponsor, as long as the FSTD remains qualified or 
is maintained in a non-qualified status in accordance with the 
specific requirements and time periods prescribed in this part.
    Gross Weight--For objective test purposes:
    Basic Operating Weight (BOW)--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--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--a weight chosen by the sponsor or data 
provider that is not more than 120% of the BOW of the airplane being 
simulated or the minimum practical operating weight of the test 
airplane.
    Medium Gross Weight--a weight chosen by the sponsor or data 
provider that is within 10 percent of the average of the numerical 
values of the BOW and the maximum certificated gross weight.
    Ground Effect--the change in aerodynamic characteristics due to 
of the change in the airflow past the aircraft caused by the 
proximity of the earth's surface to the airplane.
    Hands Off--a test maneuver conducted without pilot control 
inputs.
    Hands On--a test maneuver conducted with pilot control inputs as 
required.
    Heave--FSTD movement with respect to or along the vertical axis.
    Height--the height above ground level (or AGL) expressed in 
meters or feet.
    ``In Use'' Runway--as used in this part, the runway that is 
currently selected, able to be used for takeoffs and landings, and 
has the surface lighting and markings required by this part. Also 
known as the ``active'' runway.
    Integrated Testing--testing of the FSTD so that all aircraft 
system models are active and contribute appropriately to the 
results. With integrated testing, none of the models used are 
substituted with models or other algorithms intended for testing 
only.
    Irreversible Control System--a control system where movement of 
the control surface will not backdrive the pilot's control on the 
flight deck.
    Locked--a test condition where one or more variables are held 
constant with time.
    Manual Testing--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.
    Medium--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.
    Near Limiting Performance--the performance level the operating 
engine must be required to achieve to have sufficient power to land 
a helicopter after experiencing a single engine failure during 
takeoff of a multiengine helicopter. The operating engine must be 
required to operate within at least 5 percent of the maximum RPM or 
temperature limits of the gas turbine or power turbine, or operate 
within at least 5 percent of the maximum drive train torque limits. 
Near limiting performance is based on the existing combination of 
density altitude, temperature, and helicopter gross weight.
    Nominal--the normal operating configuration, atmospheric 
conditions, and flight parameters for the specified flight segment.
    Non-Normal Control--a term used in reference to Computer 
Controlled Airplanes. It is the state where one or more of the 
intended control, augmentation, or protection functions are not 
fully working.
    Note: Specific terms such as ALTERNATE, DIRECT, SECONDARY, or 
BACKUP may be used to define an actual level of degradation.
    Normal Control--a term used in reference to Computer Controlled 
Airplanes. It 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.
    Pitch--the airplane attitude with respect to, or around, the 
lateral axis expressed in degrees.
    Power Lever Angle (PLA)--the angle of the pilot's primary engine 
control lever(s) on the flight deck. This may also be referred to as 
THROTTLE or POWER LEVER.
    Predicted Data--estimations or extrapolations of existing flight 
test data or data from other simulation models using engineering 
analyses, engineering simulations, design data, or wind tunnel data.
    Protection Functions--systems functions designed to protect an 
airplane from exceeding its flight maneuver limitations.
    Pulse Input--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 prescribed in this part.
    Qualification Performance Standard (QPS)--the collection of 
procedures and criteria used when conducting objective and 
subjective tests, to establish FSTD qualification levels. The QPS 
are published in the appendices to this part, as follows: Appendix 
A, for Airplane Simulators; Appendix B, for Airplane Flight Training 
Devices; Appendix C, for Helicopter Simulators; Appendix D, for 
Helicopter Flight Training Devices; Appendix E, for Quality 
Management Systems for Flight Simulation Training Devices; and 
Appendix F, for Definitions and Abbreviations for Flight Simulation 
Training Devices.
    Qualification Test Guide (QTG)--the primary reference document 
used for evaluating an aircraft FSTD. It contains test results, 
statements of compliance and capability, the configuration of the 
aircraft

[[Page 59902]]

simulated, and other information for the evaluator to assess the 
FSTD against the applicable regulatory criteria.
    Quality Management System (QMS)--a flight simulation quality-
systems that can be used for external quality-assurance purposes. It 
is designed to identify the processes needed, determine the sequence 
and interaction of the processes, determine criteria and methods 
required to ensure the effective operation and control of the 
processes, ensure the availability of information necessary to 
support the operation and monitoring of the processes, measure, 
monitor and analyze the processes, and implement the actions 
necessary to achieve planned results.
    Real-World Airport--as used in this part in reference to airport 
visual models, a computer generated visual depiction of an existing 
airport.
    Representative--when used as an adjective in this part, typical, 
demonstrative, or characteristic of, the feature being described. 
For example, ``representative sampling of tests'' means a sub-set of 
the complete set of all tests such that the sample includes one or 
more of the tests in each of the major categories, the results of 
which would provide the evaluator an overall, understanding of the 
performance and handling characteristics of the FSTD.
    Reversible Control System--a control system in which movement of 
the control surface will backdrive the pilot's control in the 
cockpit.
    Roll--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, similar operating envelopes, and have the 
same number and type of engines or powerplants.
    Sideslip Angle--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)--the required and 
voluntary elements of a quality management system for FSTD 
continuing qualification.
    Snapshot--a presentation of one or more variables at a given 
instant of time.
    Special Evaluation--an evaluation of the FSTD for purposes other 
than initial, upgrade, or continuing qualification. Circumstances 
that may require a special evaluation include movement of the FSTD 
to a different location, or an update to FSTD software or hardware 
that might affect performance or flying qualities.
    Sponsor--a certificate holder who seeks or maintains FSTD 
qualification and is responsible for the prescribed actions as 
prescribed in this part and the QPS for the appropriate FSTD and 
qualification level.
    Statement of Compliance and Capability (SOC)--a declaration that 
a specific requirement has been met and explaining how the 
requirement was met (e.g., gear modeling approach, coefficient of 
friction sources). The SOC must also describe the capability of the 
FSTD to meet the requirement, including references to sources of 
information for showing compliance, rationale to explain how the 
referenced material is used, mathematical equations and parameter 
values used, and conclusions reached.
    Step Input--an abrupt control input held at a constant value.
    Subjective Test--a qualitative assessment of the performance and 
operation of the FSTD.
    Surge--FSTD movement with respect to or along the longitudinal 
axis.
    Sway--FSTD movement with respect to or along the lateral axis.
    Time History--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.
    Training Restriction--a temporary condition where an FSTD with 
missing, malfunctioning, or inoperative (MMI) components may 
continue to be used at the qualification level indicated on its SOQ, 
but restricted from completing the tasks for which the correct 
function of the MMI component is required.
    Transport Delay or ``Throughput''--the total FSTD system 
processing time required for an input signal from a pilot primary 
flight control until motion system, visual system, or instrument 
response. It is the overall time delay incurred from signal input to 
output response. It does not include the characteristic delay of the 
airplane simulated.
    Upgrade--the improvement or enhancement of an FSTD for the 
purpose of achieving a higher qualification level.
    Validation Data--objective data used to determine if the FSTD 
performance is within the tolerances prescribed in the QPS.
    Validation Test--an objective test where FSTD parameters are 
compared to the relevant validation data to ensure that the FSTD 
performance is within the tolerances prescribed in the QPS.
    Visual Data Base--a display that may include one or more visual 
models.
    Visual Model--a collection of one or more visual scenes of an 
airport or portion(s) of an airport.
    Visual System Response Time--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--the airplane attitude with respect to, or around, the 
vertical axis expressed in degrees.

3. Abbreviations

AFM Airplane Flight Manual.
AGL Above Ground Level (meters or feet).
AOA Angle of Attack (degrees).
APD Aircrew Program Designee.
CCA Computer Controlled Airplane.
cd/m2 candela/meter\2\, 3.4263 candela/m\2\ = 1 ft-Lambert.
CFR Code of Federal Regulations.
cm(s) centimeter, centimeters.
daN decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s) degree, degrees.
DOF Degrees-of-freedom.
eMQTG Electronic Master Qualification Test Guide.
EPR Engine Pressure Ratio.
FAA Federal Aviation Administration (U.S.).
fpm feet per minute.
ft foot/feet, 1 foot = 0.304801 meters.
ft-Lambert foot-Lambert, 1 ft-Lambert = 3.4263 candela/m\2\.
g Acceleration due to Gravity (meters or feet/sec\2\); 1g = 9.81 m/
sec\2\ or 32.2 feet/sec\2\.
G/S Glideslope.
IATA International Airline Transport Association.
ICAO International Civil Aviation Organization.
IGE In ground effect.
ILS Instrument Landing System.
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).
NZFT Non-Zero Flight Time.
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.

[[Page 59903]]

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.
ZFT Zero Flight Time.

End QPS Requirements

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    Issued in Washington, DC, on September 26, 2007.
John M. Allen,
Director, Flight Standards Service.

[FR Doc. 07-4884 Filed 10-19-07; 8:45 am]
BILLING CODE 4910-13-P
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