26478 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 60 

[Docket No. FAA–2002–12461; Amendment 

No. 60–3] 

RIN 2120–AJ12 

Flight Simulation Training Device 

Initial and Continuing Qualification and 

Use 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends the 

Qualification Performance Standards 

(QPS) for flight simulation training 

devices (FSTD) to provide greater 

harmonization with international 

standards for simulation. In addition, 

the rule adds a new level of simulation 

for helicopter flight training devices 

(FTD) and establishes FSTD Directive 1, 

which requires all existing FSTD airport 

models that are beyond the number of 

airport models required for qualification 

to meet specified requirements. The 

intended effect of this rule is to ensure 

that the flight training and testing 

environment is accurate and realistic. 

Except for the requirements of FSTD 

Directive 1, these technical 

requirements do not apply to simulators 

qualified before May 30, 2008. This rule 

results in minimal to no cost increases 

for manufacturers and sponsors. 

DATES: These amendments become 

effective May 30, 2008. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this final 

rule, 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; email: Edward.D.Cook@faa.gov. For legal 

questions concerning this final rule, 

contact Anne Bechdolt, Office of Chief 

Counsel (AGC–200), Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone 202–267–7230; e-mail: 

Anne.Bechdolt@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

This rulemaking is promulgated 

under the authority described in 49 

U.S.C. 44701. Under that section, the 

FAA is charged with regulating air 

commerce in a way that best promotes 

safety of civil aircraft. 

Table of Contents 

I. Background 

A. Summary of the NPRM 

B. Summary of the Final Rule 

C. Summary of Comments 

II. Discussion of the Final Rule and 

Comments 

A. Administrative 

B. Simulator Qualification and Evaluation 

C. FSTD Testing: Objective and Subjective 

1. General 

2. Visual Systems 

3. Motion or Vibration Requirements 

4. Sound Requirements 

D. Helicopters 

E. Quality Management System (QMS) 

F. Miscellaneous 

III. Regulatory Evaluation, Regulatory 

Flexibility Determination, International 

Trade Impact Assessment, and Unfunded 

Mandates Assessment 

IV. The Amendment 

I. Background 

On October 30, 2006, the FAA 

published Title 14, Code of Federal 

Regulations, Part 60, with an effective 

date of October 30, 2007 (71 FR 63392). 

The intent of the rule was to promote 

standardization and accountability for 

FSTD maintenance, qualification, and 

evaluation. The regulation codified the 

standards contained in advisory 

circulars (ACs) and implemented the 

Qualification Performance Standards 

(QPS) appendices format. The QPS 

appendices allow regulatory 

requirements and corresponding 

information to be presented in one 

location. The QPS appendices format 

promotes ease of use and greater insight 

about the FAA’s intent behind the 

regulation and the required and 

approved methods of compliance. On 

October 22, 2007 (72 FR 59598), the 

FAA delayed the effective date of part 

60 to coincide with the effective date of 

this final rule, which revises the 

appendices of part 60 that were 

originally published on October 30, 

2006. 

A. Summary of the Notice of Proposed 

Rulemaking (NPRM) 

On October 22, 2007, the FAA 

published an NPRM (72 FR 59600) to 

revise the QPS appendices. The primary 

purpose of the NPRM was to ensure that 

the flight training and testing 

environment is accurate and realistic 

and to provide greater harmonization 

with the international standards 

documents for simulation issued by the 

Joint Aviation Authority (JAA) (JAR– 

STD 1A, Aeroplanes, and JAR–STD 1H, 

Helicopters), and the International Civil 

Aviation Organization (ICAO) (Doc 

9625–AN/938, as amended, Manual of 

Criteria for the Qualification of Flight 

Simulators). The proposed requirements 

were expected to reduce expenses and 

workload for simulator sponsors by 

eliminating conflicts between the U.S. 

standards and the standards of other 

civil aviation authorities. The proposed 

amendments incorporated technological 

advances in simulation and 

standardized the initial and continuing 

qualification requirements for FSTDs to 

harmonize with the international 

standards documents. The comment 

period for the NPRM closed December 

21, 2007. 

B. Summary of the Final Rule 

This final rule: 

• Provides a listing of the tasks for 

which a simulator may be qualified. 

• Requires, during aircraft 

certification testing, the collection of 

objective test data 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 FTDs. 

• Provides in the QPS appendices 

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 less technically 

complex levels of simulation are being 

developed. 

• Clarifies and standardizes existing 

requirements for motion, visual, and 

sound systems, including subjective 

buffeting motions, visual scene content, 

and sound replication. 

• Requires, by FSTD Directive 1, all 

existing FSTD airport models used for 

training, testing, or checking under this 

chapter that are beyond the number of 

airport models required for qualification 

to meet the requirements described in 

Table A3C (Appendix A, Attachment 3) 

or Table C3C (Appendix C, Attachment 

3), as appropriate. 

Except for FSTD Directive 1, 

manufacturers and sponsors are not 

required to incorporate any of the 

changes listed above for existing FSTDs. 

The appendices and attachments to part 

60 affected by this final rule only apply 

to FSTDs that come into service after 

part 60 is effective (May 30, 2008). This 

final rule results in minimal to no cost 

increases for manufacturers and 

sponsors. 

C. Summary of Comments 

The FAA received 18 comments on 

the proposed rule. Commenters include 

airlines (Northwest, American, United, 

and FedEx), industry organizations (Air 

Transport Association (ATA) and 

Helicopter Association International 

(HAI)), training organizations (Alteon), 

manufacturers (Boeing, Thales, CAE, 

and Rockwell Collins), and individuals. 


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All of the commenters generally 

supported the proposal, but the majority 

of commenters had specific suggestions 

to revise the proposed rule. Most of 

these suggested revisions were technical 

edits. None of the comments resulted in 

any substantive changes to the proposed 

requirements, and we have incorporated 

the suggestions where appropriate. We 

have also made minor editorial 

revisions where appropriate. 

The FAA received comments on the 

following general topics: 

• Administrative. 

• Simulator Qualification and 

Evaluation. 

• FSTD Testing: Objective and 

Subjective. 

• General. 

• Visual Systems. 

• Motion or Vibration Requirements. 

• Sound Requirements. 

• Helicopters. 

• Quality Management System 

(QMS). 

• Miscellaneous. 

II. Discussion of the Final Rule and 

Comments 

A. Administrative 

The ATA recommended that the FAA 

make the effective date of the final rule 

at least 90 days following the 

publication date. 

Part 60 has been available to the 

public for review for over 1 year. The 

revisions to the appendices of Part 60 

reflect international standards that have 

been in existence for more than 4 years. 

Further, when the FAA delayed the 

effective date to Part 60, we also delayed 

the compliance dates of certain sections 

of the rule to provide adequate time for 

transition. Because of the notice 

provided and delayed compliance dates 

of certain sections, the FAA has 

determined that delaying the effective 

date by 90 days is not necessary. 

Several of the comments were beyond 

the scope of the proposal. For example, 

CAE and others suggested including 

objective tests for Heads-Up Displays 

(HUD) and Enhanced Visual Systems 

(EVS). Further, several commenters 

suggested adopting standards currently 

being developed by the International 

Working Group (IWG) of the Royal 

Aeronautical Society (RAeS). 

The FAA has not addressed in detail 

the comments that are beyond the scope 

of the NPRM. In addition, the FAA has 

determined it would be premature for 

the FAA to incorporate into this final 

rule the standards currently under 

review by the IWG. Once the RAeS has 

adopted the IWG’s recommendations, 

the FAA will review them for 

incorporation in the QPS appendices. 

Several commenters noted differences 

between the proposed standards and the 

current international standards and 

suggested adopting the international 

standards. As stated, one of the 

purposes of this rule is to harmonize 

with the current international standards 

documents for simulation issued by the 

JAA and ICAO. These recommendations 

are within the scope of the proposal and 

have been incorporated into this final 

rule as appropriate. 

Some commenters to the proposed 

rule noted typographical and formatting 

errors in the proposal. The Office of the 

Federal Register issued a correction 

document addressing some of the these 

errors on March 5, 2008 (73 FR 11995). 

The FAA has addressed the remaining 

errors in this document. 

B. Simulator Qualification and 

Evaluation 

CAE and others noted that the listing 

of tasks for which an FSTD may be 

qualified do not correspond to the tasks 

set forth in the FAA Air Carrier 

Operations Inspector’s Handbook and 

are not the same as those tasks in the 

tables that outline the Functions and 

Subjective tests for which each FSTD 

may be evaluated. Commenters also 

suggested that the objective and 

subjective tests used to evaluate the 

FSTD be aligned with the tasks for 

which the FSTD may be qualified. 

The FAA recognizes that the FSTD 

qualification tasks do not mirror the 

tasks set forth in the FAA Air Carrier 

Operations Inspector’s Handbook, the 

‘‘Functions and Subjective tests’’ tables 

in Attachment 3 of Appendices A–D, 

and the ‘‘Tasks vs. Simulator Level’’

tables in Attachment 1 of Appendices 

A-D. However, there are differences 

between the tasks used to evaluate the 

handling, performance, and other 

characteristics of the FSTD and those 

tasks for which an FSTD may be 

qualified for pilot training, testing, or 

checking activities. Thus, the list of 

tasks set forth in the ‘‘Functions and 

Subjective tests’’ tables and ‘‘Tasks vs. 

Simulator Level’’ tables are not 

necessarily the same, nor should they be 

the same. 

CAE, ATA, Rockwell Collins, and 

others asked whether the Level B 

simulator authorizations in Table A1B 

should be listed as an ‘‘X’’ instead of an 

‘‘R’’ for most of the landing tasks. 

As the legend in Table A1B indicates, 

the ‘‘R’’ denotes authorization for 

Recurrent activities while the ‘‘X’’

denotes authorization for Initial, 

Transition, Upgrade, and Recurrent 

activities. The landing tasks for Level B 

simulators are restricted to Recurrent 

activities and the ‘‘R’’ in the table at 

those points is the correct reference. 

However, the FAA acknowledges that 

the authorizations for Taxiing and for 

Normal and Crosswind Takeoffs for the 

Level B simulator were inadvertently 

left blank, and the FAA has placed an 

‘‘R’’ in those positions in this table, 

indicating an authorization for 

Recurrent activities in this level of 

simulation. 

American, the ATA, and others stated 

that the differences between ‘‘update’’

and ‘‘upgrade,’’ as used in Appendix A, 

Paragraph 13, Previously Qualified FFS, 

subparagraph ‘‘h,’’ were not clear. They 

recommended clarifying the differences 

and moving the subparagraph from the 

information section to the QPS 

Requirements section. 

The information in subparagraph ‘‘h’’

allows for Full Flight Simulators (FFS) 

to be updated without requiring an 

evaluation under the new standards. 

Because this language is permissive in 

nature, we have moved it to the QPS 

Requirements section as requested. To 

clarify the meaning of these terms, we 

have added a definition of ‘‘update’’ that 

reflects current practice to Appendix F. 

CAE and others suggested revising the 

note in Table A1B, entry 3.f, Recovery 

from Unusual Attitudes, by replacing 

the statement ‘‘supported by applicable 

simulation validation data’’ with 

‘‘supported by the simulation models.’’

The suggested revised language would 

allow an individual to go beyond the 

flight-test-validated flight-envelope in a 

flight simulator. This is not an 

acceptable practice because of the lack 

of information about aircraft 

performance and handling beyond those 

limits. Therefore, the FAA has not 

adopted the recommendation. 

The ATA, Northwest, and others 

suggested clarifying that the 24-hour 

‘‘look back’’ period for the functional 

preflight check (Table E1, entry E1.20) 

is from the beginning of the scheduled 

training period. Additionally, 

commenters questioned whether the 

FSTD use-period, if started within 24 

hours of a functional preflight check, 

could continue beyond that 24-hour 

‘‘look-back’’ period and whether the 

functional preflight check is required for 

Level 4 ‘‘touch screen’’ FTDs. Further, 

commenters questioned whether Level 4 

FTDs remain under the responsibility of 

the Training Program Approval 

Authority (TPAA). 

The proposed requirement for 

conducting a functional preflight check 

within 24 hours prior to using the FSTD 

is to ensure that technical personnel 

with the requisite preflight training have 

determined the readiness level of the 

FSTD. An FSTD use-period does not 

begin unless a functional preflight check 


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has been completed in the previous 24 

hours. If a training session begins near 

the end of the 24 hours after the 

functional preflight check was 

completed, the training session may 

continue beyond that 24 hours. 

However, any subsequent training 

session may not begin until another 

functional preflight check is conducted. 

The National Simulator Program 

Manager (NSPM) is the FAA manager 

responsible for the evaluation and 

qualification of all FSTDs qualified 

under part 60, including Level 4 FTDs. 

The NSPM will continue to exercise this 

responsibility through inspectors and 

engineers assigned to the National 

Simulator Program (NSP) staff and 

others to whom the NSPM may delegate 

that responsibility and authority. This 

responsibility and authority is not 

intended to undermine or compromise 

the duties and responsibilities of the 

assigned TPAA with regard to the 

approved use of the FSTD. 

CAE and others questioned when it 

would be necessary to complete an 

additional initial qualification 

evaluation after a modification to the 

FSTD. They also asked what principles 

would be used in determining whether 

an evaluation for additional 

authorization(s) is necessary and if an 

evaluation is necessary, when it must 

take place. 

Whether a modification necessitates 

an additional initial qualification 

evaluation, necessitates part of an initial 

qualification evaluation, or does not 

necessitate an additional evaluation, 

depends on (1) the extent of the 

modification; (2) whether the 

modification impacts, or is impacted by, 

other systems or equipment in the 

FSTD; and (3) whether, as a result of the 

modification, the FSTD operation is 

consistent with the airplane system it is 

simulating. After review of these factors, 

the FAA will determine on a case-bycase basis whether an evaluation for 

additional authorizations is required 

and when it will take place. 

The ATA, Northwest, and others 

suggested that the windshear provisions 

in Table A1A for each Level C and Level 

D FFS not be required for evaluation 

and qualification purposes because not 

all aircraft are required to have 

windshear equipment and not all pilots 

are required to train on recovery from 

inadvertent windshear encounters. 

Further, the commenters also suggested 

clarifying the aircraft conditions under 

which the windshear demonstrations 

must be conducted. 

Only operations conducted in 

accordance with 14 CFR part 121 that 

use aircraft listed in § 121.358 require 

windshear training for crewmembers. 

Accordingly, the FAA has modified 

Table A1A to address only these 

operations. We have also clarified the 

aircraft conditions under which the 

windshear demonstrations must be 

conducted. 

C. FSTD Testing: Objective and 

Subjective 

1. General 

The ATA, Rockwell Collins, and 

others recommended requiring Level A 

and Level B simulators to meet the 

standards in Table A2A, entry 1.b.7, 

Dynamic Engine Failure After Takeoff. 

The standards for testing of dynamic 

engine failures after takeoff were first 

established by ICAO and were limited to 

advanced simulators, now referred to as 

Level C and Level D. One purpose of 

this final rule is to harmonize FAA 

standards with current international 

standards. Because current international 

standards do not set forth standards for 

testing dynamic engine failure after 

takeoff for level A and B simulators, the 

FAA has not adopted the 

recommendation. 

The ATA, Northwest, Boeing, CAE, 

and others suggested the FAA review all 

the references in Appendix A, 

Attachment 2, Table A2A, Table of 

Objective Tests, that include references 

to Computer Controlled Aircraft (CCA) 

to ensure that the control state testing 

requirements (i.e., normal control state 

or non-normal control state) are 

correctly addressed. 

The FAA recognizes that there were 

errors made in the proposal regarding 

CCA testing requirements. The FAA has 

reviewed the CCA testing requirements 

to address the correct control state and 

made appropriate revisions. 

CAE, Rockwell Collins, ATA, and 

others submitted several comments on 

Appendix A, Attachment 1, Table A1A, 

General Simulator Requirements. CAE 

suggested that (1) the manual and 

automatic testing, described in entry 2.f, 

and simulator control feel dynamics, as 

described in entry 3.e, apply to Level A 

and Level B simulators in addition to 

Level C and Level D simulators; (2) the 

NSPM should further clarify the number 

of malfunctions that are required or 

provide a list of the necessary 

malfunctions that should be present; 

and (3) the instructor controls, as 

described in entry 4.c, either list all the 

expected environmental conditions over 

which the instructor should have 

control or remove the reference to 

‘‘wind speed and direction.’’ The ATA 

and others requested that the statements 

about additional field-of-view capability 

for Level A and Level B simulators in 

entry 6.b of Table A1A be moved to the 

Information/Notes column. 

Automatic testing and control feel 

dynamics was first required in 1980 

with the publication of the FAA’s 

Advanced Simulation Plan and was 

limited to advanced simulators, now 

referred to as Level C and Level D. The 

FAA is not expanding the requirements 

for automatic testing and control feel 

dynamics testing to Level A and Level 

B simulators because that would result 

in differing technical requirements for 

these simulator levels while authorizing 

the same training, testing, and checking 

tasks. The additional field-of-view 

reference in entry 6.b was designed to 

allow the option of including a larger 

field-of-view than the provision 

requires, with the understanding that 

the minimum fields of view would have 

to be retained. This reference is more 

informative than regulatory and the 

FAA has moved the statements to the 

Information/Notes column. 

The ATA and others suggested 

defining the term ‘‘least augmented 

state’’ as used in Appendix A, 

Attachment 2, paragraph 2.j, and 

requested confirmation that the ‘‘least 

augmented state’’ is one that the pilot 

may select using normal switches found 

in the airplane flight deck. 

The FAA has determined that a 

general definition of the term ‘‘least 

augmented state’’ is not appropriate 

because these states are dependent on 

the aircraft type involved. Additionally, 

the least augmented state is not 

necessarily achieved by the use of 

switches found in the flight deck. 

Therefore, the FAA will evaluate FSTDs 

in accordance with the least augmented 

state data supplied by the aircraft 

manufacturer or other data supplier. 

The ATA, Rockwell Collins, and 

others suggested that the primary 

controls of the simulated aircraft should 

be tested objectively to verify correct 

forces and responses whether simulated 

aircraft parts or actual aircraft parts are 

used. Further, they recommended that 

the FAA require a Statement of 

Compliance and Capability (SOC) that 

describes how and where the control 

forces are generated in the aircraft, and 

lists all hardware required to generate 

these control forces. 

The FAA does not require testing of 

flight controls in these circumstances 

because these aircraft controls must be 

maintained as if they were installed in 

an aircraft to provide crewmembers the 

same control feedback as felt in the 

actual aircraft. The sponsor is required 

to provide a statement that the aircraft 

hardware meets the appropriate 

manufacturer’s specifications for the 

controls and the sponsor must have 


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information supporting that statement 

available for NSPM review. 

Accordingly, the FAA has not adopted 

the recommendation. 

Boeing suggested, with regard to 

Table A2A, entry 1.c.2, that the test for 

‘‘One Engine Inoperative’’ should be 

named ‘‘One Engine Inoperative, 

Second Segment Climb.’’

The test is required for airplanes 

certificated under both parts 23 and 25. 

The term ‘‘Second Segment Climb’’

applies only to airplanes certificated 

under part 25. Therefore, the FAA has 

not adopted the suggested change. 

The ATA, Rockwell Collins, CAE, and 

others recommended that the tests in 

entries 1.e.1 and 1.e.2, Stopping Time 

and Distance, of Table A2A, not apply 

to Level A and Level B simulators 

because these simulator levels are not 

authorized to perform this landing task. 

The FAA did not adopt this change 

because both Level A and Level B 

simulators are authorized to perform 

Rejected Takeoff Maneuvers. In 

addition, Level B simulators are 

authorized to perform landings in 

recurrent training and checking. 

Therefore, these tests are necessary to 

determine the stopping capabilities of 

the FSTD. 

The ATA, Boeing, CAE, and others 

expressed concern over how to read the 

test requirements for Engine 

Acceleration and Engine Deceleration 

(Table A2A, entries 1.f.1 and 1.f.2). The 

commenters recommended various 

ways of publishing the established 

tolerances. CAE also recommended 

defining the terms ‘‘Ti’’ and ‘‘Tt.’’

The published tolerances for these 

tests are consistent with international 

standards documents. As proposed, Ti

and Tt were defined in the Tables as 

well as in the Abbreviations list in 

Appendix F. For clarification, we have 

moved these terms to the definitions 

section of Appendix F and added cross 

references in the tables to Appendix F. 

The ATA, Northwest, and others 

noted that the Short Period Dynamics 

test in Table A2A, entry 2.c.10 

erroneously did not to apply to Level A 

simulators. They also noted that entry 

2.d.7, Dutch Roll (yaw damper off), 

erroneously applied to all levels of 

simulators when it should apply only to 

Levels B, C, and D. 

The FAA acknowledges that 

applicability to Level A simulators for 

the Short Period test was inadvertently 

omitted and the Dutch Roll test was 

inadvertently included, although the 

correct standards appear in FAA 

standards documents and international 

standards documents. The FAA has 

corrected these errors in this final rule. 

CAE suggested the FAA clarify Table 

A2A, entry 2.d.8, Steady State Sideslip, 

by stating that this test ‘‘may be a series 

of snapshot test results using at least 

two rudder positions, one of which 

should be near maximum allowable 

rudder.’’

The FAA agrees and has clarified the 

requirement where appropriate. CAE 

and others suggested that the definition 

of the term ‘‘snapshot’’ be modified 

from ‘‘a presentation of one or more 

variables at a given instant of time’’ to 

‘‘a presentation of one or more variables 

at a given instant of time or from a timeaverage of a steady flight condition.’’

The FAA has determined that the 

suggested modification would create 

confusion because of the subjective 

nature of the phrase ‘‘steady flight 

condition’’ and has not adopted the 

suggestion. 

The ATA and others suggested a 

change to Table A2A, entry 2.e.6, All 

Engines Operating, Autopilot, GoAround, to require a manual test and, if 

applicable, an autopilot test. 

The FAA currently requires a manual 

test when performing a one engine 

inoperative go-around. The all engines 

operating, autopilot, go-around test 

applies only when the airplane is 

authorized to use the autopilot function 

during a go-around. Because both tests 

are currently required, the FAA has not 

adopted the suggested changes. 

The ATA, Rockwell Collins, and 

others suggested that the tests described 

in entries 2.e.8 and 2.e.9 of Table A2A, 

should be conducted differently (i.e., 

with the nosewheel steering 

disconnected or castering), unless the 

FAA’s intent was to evaluate overall 

aircraft response, in which case no 

change is necessary. 

The intent of these tests is to evaluate 

the aircraft response. Therefore, no 

change is necessary. 

CAE and Boeing recommended 

substituting the term ‘‘mass properties’’

with the term ‘‘fuel slosh’’ in 

Appendices A and C, paragraph 

8.h(2)(c) because mass properties are 

rarely, if ever, run in an integrated 

manner as described. 

The FAA does not agree that mass 

properties are not run in an integrated 

manner. The FAA has chosen the term 

mass properties because it is consistent 

with international standards. Therefore, 

the FAA has not adopted the suggested 

change. 

CAE and Boeing recommended 

deleting paragraph 9.b(3) in Appendices 

A and C because a data provider should 

not have to demonstrate that data 

gathered from an engineering simulation 

(in lieu of a flight test source) has 

necessary qualities to qualify an FSTD. 

The FAA did not intend that an 

engineering simulation be qualified, or 

be capable of being qualified, as an 

FSTD. The data obtained from the 

engineering simulation would be 

appropriate as a replacement for flight 

test data when the data obtained from 

the engineering simulation is 

programmed into an FSTD. Therefore, 

we have clarified the information in 

paragraph 9.b(3) to state that in these 

cases, the data provider should submit 

validation data from an audited 

engineering simulator/simulation to 

supplement specific segments of the 

flight test data. 

CAE and Boeing requested that 

paragraph 11.a(1) not apply to Table 

A2A, entries 1.f.1 and 1.f.2, objective 

tests for engine acceleration and 

deceleration. Rather, they suggested 

applying 100% of flight test tolerances 

to these objective tests. CAE also 

suggested when flight test data for an 

alternate engine fit is unavailable, the 

objective testing of engine acceleration 

and engine deceleration (Table A2A, 

tests 1.f.1 and 1.f.2) should be exempt 

from the 20% tolerance for the 

application of engineering simulator/ 

simulation because the actual tolerance 

would be less than the simulation 

iteration rate. 

Applying 100% of flight test 

tolerances to the objective tests results 

in these entries is not an acceptable 

routine procedure. Full flight test 

tolerances are appropriate when 

comparing FSTD results to airplane 

data, and 20% of those airplane 

tolerances are appropriate when 

comparing FSTD results to flight 

engineering simulation data because it 

is easier to match ‘‘computer to 

computer’’ data than to match 

‘‘computer to airplane’’ data. Any 

circumstance that does not fit within 

these parameters would likely be 

acceptable under the ‘‘best fit’’ data 

selection set forth in Appendix A, 

Attachment 2, paragraph 2.d. Therefore, 

the FAA has not adopted these changes. 

The ATA and others stated that the 

Rudder Response test in Table B2A, 

entry 2.b.6.b is confusing because it 

would not test the rudder power in the 

yaw axis. They suggested modifying the 

tolerance column to read ‘‘± 2°/sec or ± 

10% yaw rate, OR Roll rate ± 2°/sec, 

bank angle ± 3°.’’

This test was originally required as a 

rudder test using roll rate and bank 

angle for the parameters. However, the 

FAA agrees that this test may be 

accomplished using either yaw rate or 

roll rate and bank angle. Therefore, the 

FAA has added a note in the 

Information/Notes column that this test 


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may be accomplished as a yaw response 

test. 

The ATA, Northwest, CAE, and others 

suggested eliminating the ±2 degree 

tolerance on bank angle above stick 

shaker or initial buffet speeds in Table 

A2A, entry 2.c.8, Stall Characteristics, to 

be consistent with international 

standards. 

The FAA acknowledges that the ± 2 

degree tolerance on bank angle above 

stick shaker or initial buffet speeds is 

not included in the international 

standards. However, requiring zero 

tolerance in these instances would be 

very stringent without appreciable 

difference in FSTD performance or 

handling characteristics. Accordingly, 

the FAA has not eliminated the 

tolerance. 

Boeing, United, and others 

recommended clarifying paragraph 

11.b(5) Validation Test Tolerances, and 

adding a new paragraph 11.b(6) 

allowing errors greater than 20% if the 

simulator sponsor provides an adequate 

explanation. 

The FAA generally agrees with the 

suggestion and has modified paragraph 

11.b(5) to reflect this information. The 

FAA has determined that adding a new 

paragraph 11.b(6) is not necessary. 

One commenter, citing paragraph 

17.a, ‘‘Alternative Data Sources, 

Procedures, and Instrumentation: Level 

A and Level B Simulators Only,’’

questioned whether the alternative data 

collection sources, procedures, and 

instrumentation listed in Table A2E 

were the only sources for data collection 

that the FAA would allow. 

Appendix A, paragraph 11, Initial 

(and Upgrade) Qualification 

Requirements, requires objective data to 

be acquired through traditional aircraft 

flight testing. It also allows for the use 

of ‘‘another approved’’ source. The FAA 

has included Table A2E to provide 

alternative sources, procedures, or 

instrumentation acceptable to the FAA 

that may be used to acquire the 

necessary objective data for Level A or 

Level B simulators. At this time, the 

alternative data collection sources, 

procedures, and instrumentation listed 

in Table A2E are the only alternatives 

acceptable without prior approval by 

the NSPM. 

The ATA, Rockwell Collins, and 

others questioned the necessity of 

having sounds of precipitation and rain 

removal devices for Level C simulators 

but not requiring the corresponding 

visual effect. 

The FAA recognizes the error in the 

proposed language and has made the 

necessary changes. Level C simulators 

are required to be subjectively tested for 

the sound, motion and visual effects of 

light, medium and heavy precipitation 

near a thunderstorm and the effect of 

rain removal devices. 

The ATA and others requested that 

aircraft certified with auto-ice detection 

coupled with auto-anti-ice or auto-deice capabilities be exempt from the 

effects of airframe and engine icing tests 

listed in Table A3F, Special Effects. 

Because it is possible for flight crews 

to experience the effects of airframe or 

engine icing if the auto-ice detection 

systems are inoperative, the flight crews 

must be trained to recognize and 

respond to icing situations. Therefore, 

the FAA has not adopted the 

recommendation. 

2. Visual Systems 

The ATA, Northwest, Rockwell 

Collins, United, and several others 

recognized that the definition of an 

FSTD Directive is ‘‘a document issued 

by the FAA to an FSTD sponsor 

requiring a modification to the FSTD 

due to a safety-of-flight issue and 

amending the qualification basis for the 

FSTD.’’ These commenters asserted that 

the FAA has not provided any safety 

analysis to support the issuance of 

FSTD Directive 1. Further, these 

commenters asked how the FAA 

determines what constitutes a safety 

issue that would warrant the issuance of 

an FSTD Directive. Some commenters 

asserted that updating airport modeling 

is a complicated problem because of the 

difficulty in removing airport models 

from the instructor operating station 

(IOS) in some FSTDs, particularly in 

those FSTDs not owned or controlled by 

the sponsor. In addition, some 

commenters noted the cost of updating 

an existing airport model and suggested 

that the FAA continue to allow custom 

airport models meeting individual 

training requirements to be used 

without modification. Further, the 

commenters requested the FAA extend 

the timeframe for updating airport 

models to match any modification to the 

actual airport. 

As proposed, FSTD Directive 1 

requires each certificate holder to 

ensure that each airport model used for 

training, testing or checking, except 

those airport models used to qualify the 

simulator at the designated level, meets 

the requirements of a Class II or Class 

III airport model. The FAA 

acknowledges that FSTD Directives may 

be issued only for safety-of-flight 

purposes. These determinations will be 

made on a case-by-case basis. The FAA 

has determined that updating airport 

modeling is a safety-of-flight concern 

because pilots have landed airplanes on 

wrong runways, landed on taxiways, 

landed at the wrong airport, 

unknowingly taxied across active 

runways, and taken off from the wrong 

runway. Many FSTD users have 

expressed concern regarding the 

accuracy of these models with respect to 

real world airports. Training, testing, or 

checking in an FSTD with incomplete or 

inaccurate airport models representing 

real world airports can contribute to 

incomplete planning or poor decision 

making by pilots if they subsequently 

operate into or out of that real world 

airport. While these potentially 

disastrous occurrences happen 

infrequently, inaccurate airport 

modeling is a safety-of-flight issue that 

warrants the issuance of this FSTD 

Directive. 

The proposed FSTD Directive is 

designed to address qualified FSTDs 

that contain airport models that were 

not evaluated. The FSTD Directive 

ensures that each model used in an 

FSTD for training, testing, or checking 

activities meets the acceptable 

minimum standards. Although the FAA 

is responsible for ensuring that these 

standards are met, the FSTD sponsor is 

responsible for maintaining the FSTD, 

and each certificate holder using the 

FSTD is responsible for ensuring that all 

of the FSTD components are in 

compliance with these standards and 

report any deficiencies. 

Upon review of the comments, 

however, we have clarified the language 

of the FSTD Directive. The FSTD 

Directive still requires each certificate 

holder to ensure that, by May 30, 2009, 

except for the airport model(s) used to 

qualify the FSTD at the designated level, 

each airport model used by the 

certificate holder’s instructors or 

evaluators for training, testing, or 

checking under 14 CFR chapter I in an 

FFS, meets the definition of a Class II, 

or Class III airport model as defined in 

part 60, Appendix F. We originally 

proposed to require removal of all 

airport models that did not meet the 

standards of a Class II or Class III model. 

In light of comments regarding the 

expense of such removal and issues 

regarding the sponsorship and leasing of 

FSTDs, FSTD Directive 1 now requires 

only the airport models used for 

training, testing or checking to meet the 

appropriate requirements; it does not 

require removal of other airport models. 

Additionally, we have revised the 

definition of a generic airport model in 

Appendix F to clearly describe a Class 

III airport model that combines correct 

navigation aids for a real world airport 

with an airport model that does not 

depict that real world airport. Use of 

such an airport model may require some 

limitations on that use. The clarified 

language in the FSTD Directive and the 


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revised definitions may mitigate the 

actual cost of updating airport models. 

In addition, the FAA recognizes that it 

takes time to design, construct, and 

implement changes to computer 

programming. The FAA has decided to 

modify the time requirements in 

paragraph 1(f) of Attachment 3, 

Appendix A, and clarify the process for 

requesting an extension for the update 

in paragraph 1(g) of Attachment 3, 

Appendix A. 

Further, the ATA and others 

suggested adding a statement in the 

Information/Notes column of Table B1A 

regarding visual systems that FSTD 

Directive 1 does not apply to Level A 

standards for an FTD visual system. 

If a visual system installed in any 

level of FTD is not being used to acquire 

additional training credits, FSTD 

Directive 1 does not apply. However, if 

the visual system is being used to 

acquire training credits, the visual 

system must meet the requirements of at 

least a Level A FFS visual system. In 

these circumstances, FSTD Directive 1 

could affect the airport models used in 

that system. Therefore, the FAA has not 

added the suggested statement. 

The ATA, Rockwell Collins, and 

others noted that the terms visual 

scenes, visual models, and airport 

models, appear to be used 

interchangeably in the NPRM. 

The FAA has adopted the term 

‘‘airport model’’ instead of the terms 

‘‘visual scene’’or ‘‘visual 

model’’throughout this final rule. We 

also have deleted the definition of 

‘‘visual model’’ from Appendix F and 

changed the definition of ‘‘visual 

database’’ to ‘‘a display that may 

include one or more airport models’’ for 

consistency. Since there are three 

classes of airport models, we clarified 

the differences between Class I, Class II, 

and Class III in the definition of airport 

model. 

ATA, Rockwell Collins, and others 

questioned the need for 16 moving 

models as well as the training tasks that 

would be able to be met by having these 

moving models. The commenters also 

requested clarification regarding what 

constitutes gate clutter. 

The primary goal of the NPRM was to 

harmonize with international standards. 

The intent of the 16 moving objects 

requirement, which is an international 

standard, is to enhance the ‘‘realism’’of 

the displayed visual scene. The FAA 

has added a definition of gate clutter in 

Appendix F, as described in entry 2.f in 

Table A3B. 

The ATA, Rockwell Collins, and 

others stated that the Class II airport 

model requirements are excessive, 

especially for areas other than the ‘‘inuse’’ runway itself and noted that there 

are no model content requirements for 

‘‘generic airport models.’’

The Class II airport model 

requirements mirror the long-standing 

guidance in AC 120–40B, Airplane 

Simulator Qualification, Appendix 3, 

and are consistent with international 

standards. The FAA has determined that 

providing specific model content 

requirements for ‘‘generic airport 

models’’ would restrict unnecessarily 

the capability and flexibility that 

currently exists. Accordingly, the FAA 

has not made any changes to the Class 

II airport model requirements or created 

any specific requirements for ‘‘generic 

airport models.’’

The ATA, Rockwell Collins, CAE, and 

others questioned whether ‘‘ambient 

lighting’’ in Daylight Visual Scenes is 

required. 

Ambient lighting is not required in 

daylight visual scenes because of its 

distorting effects on the visual scene 

and inside the flight deck. The FAA has 

removed the requirement for ambient 

flight deck lighting where appropriate. 

The ATA and others requested that 

the FAA clarify the Surface Movement 

Guidance and Control System (SMGCS) 

as referenced in Table A3B, entry 2.j. 

Entry 2.j requires that a low visibility 

taxi route must be demonstrated for 

qualification of a Level D simulator. A 

low visibility taxi route could be 

satisfied, according to the Table A3B, by 

a depiction of one of the following 

means: an SMGCS taxi route, a followme truck, or low visibility daylight taxi 

lights. For further information on 

SMGCS, see AC 120–57A (December 19, 

1996). 

The ATA, Rockwell Collins, and 

others questioned the language in the 

preamble of the NPRM describing the 

visual system proposal as requiring a 

‘‘field of view and system capacity 

requirements’’ * * * increased by 20 

percent over the present requirement.’’

The commenters asserted that the 

proposed surfaces and light point 

requirements are ‘‘considerably in 

excess of a 20% increase.’’

The 20% increase, as described in the 

NPRM preamble, should have applied 

only to the field-of-view requirements. 

However, the actual requirements stated 

in the proposed rule language for fieldof-view and system capacity for 

generating surface and light points are 

consistent with current international 

standards. Further, the metrics 

simulator manufacturers are currently 

using to construct their equipment 

correspond to the proposed system 

capacity for generating surface and light 

points. Therefore, no changes to the rule 

language are necessary. 

The ATA, Rockwell Collins, and 

others objected to the larger field-ofview requirements for FSTDs previously 

built but not evaluated by the FAA for 

qualification, and for FSTDs previously 

evaluated and qualified, but returning to 

service after a 2-year inactive interval. 

The concern is that these FSTDs would 

be required to meet the new field-ofview requirements. 

The first time an FSTD is evaluated by 

the FAA for qualification, the FSTD is 

evaluated in accordance with the set of 

standards current at that time. An FSTD 

placed into an inactive status for 2 or 

more years will not necessarily be 

evaluated under any new criteria in 

effect at the time of re-entry into service. 

The NSPM, however, considers a full 

range of factors before deciding whether 

to require an FSTD coming out of an 

inactive period to be evaluated in 

accordance with its original 

qualification basis or in accordance with 

the set of standards current at that time. 

CAE and others recommended 

modifying in Table A1A, entry 6.p, to 

require the visual system be free from 

apparent and distracting quantization, 

instead of only apparent quantization. 

Eliminating the slightest traces of 

quantization cannot be technically 

accomplished. However, because 

distracting quantization can be 

minimized to such a level that it does 

not affect the performance of the visual 

system, the FAA has made this change. 

CAE, ATA, Rockwell Collins, and 

others questioned why realistic color 

and directionality of all airport lighting 

is not a requirement for Level A, Level 

B, and Level C simulators in addition to 

Level D simulators. 

As proposed, the airport lighting 

requirements for Level A and B 

simulators are consistent with 

international standards. Therefore, the 

FAA has not made the requested 

change. 

The ATA, Northwest, and others 

suggested including a test in Table A2A, 

entry 4.b.3, for Level C simulators to 

evaluate visual systems with 150° 

horizontal and 30° vertical field-of-view 

or a monitor-based system. 

The primary goal of the NPRM was to 

harmonize with international standards. 

The current international standard, as 

reflected in the NPRM, for Level C 

simulators is 180° horizontal by 40° 

vertical field-of-view. Therefore, the 

FAA has not adopted the change. 

The ATA, Rockwell Collins, and 

others stated that the test in Table A2A, 

entry 4.f, Surface Resolution, does not 

reflect current practice for runway 

markings. Commenters recommended 

that this test mirror the current practice 


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and international standards that runway 

stripes and spaces be 5.75 feet wide. 

The FAA has modified this language 

where appropriate to reflect current 

practice and international standards. 

The ATA, Rockwell Collins, CAE, and 

others questioned why the tolerances 

allowed in entry 4.i, Visual Ground 

Segment (VGS), of Table A2A are 

different from the current international 

standards. They also suggested that the 

Qualification Test Guide (QTG) contain 

calculations to compare the altitude 

used against the altitude specified when 

performing this test and questioned 

whether the test must be performed 

manually. They also requested deleting 

or correcting the conversion of feet to 

meters. 

The international standards prescribe 

the application of the VGS tolerance to 

the far end of the VGS with no tolerance 

provided at the near end of the VGS. To 

ensure harmonization, the FAA has 

made the appropriate changes to the 

application of this VGS tolerance. The 

requirements for the QTG contain 

provisions regarding the calculation of 

altitude references. The FAA has stated 

that the altitude calculations are 

computed with the aircraft at 100 ft (30 

m) above the runway touchdown zone 

and centered on the Instrument Landing 

System (ILS) electronic glide slope. The 

typical reference for modern turbojet 

aircraft operations for height above 

touchdown is the height of the main 

landing gear above that touchdown zone 

reference plane, with the aircraft at a 

specified weight and landing 

configuration. To clarify these 

calculations, the FAA has modified the 

Flight Conditions column for entry 4.i of 

Table A2A to reflect this information. 

The distances expressed in metric units 

are not direct conversions to U.S. 

customary units, nor were they intended 

to be. Rather, these are the appropriate 

standards depending on which system 

is being used. Therefore, the FAA has 

not removed the metric references. 

The ATA and others requested 

clarification regarding the term ‘‘in-use 

runway’’ in Tables A3B and A3C. The 

commenters stated that using the 

general term ‘‘in-use runway’’ would 

require modeling all taxiways rather 

than the primary one used, which may 

overload the visual system and 

negatively impact training. 

Each ‘‘in-use’’ runway is a single, onedirection runway, used for takeoffs and 

landings, that has the required surface 

lighting and markings. New visual 

systems are capable of generating 

substantially more detail than required 

by this final rule. However, because of 

the concern raised regarding associated 

taxiways, the FAA has modified the 

language in Appendices A, C, and D 

regarding airport model content to 

require the use of only the primary taxi 

route from parking to the end of the 

runway instead of requiring the 

modeling of all potential taxi routes. 

One commenter requested the FAA 

provide a definition of the term 

‘‘dynamic response programming,’’ to 

clarify the requirements in Table A1A, 

entry 6.h. CAE and others questioned 

the use of the terms ‘‘correlate with 

integrated airplane systems, where 

fitted,’’ and ‘‘dynamic response 

programming,’’ as they are used in 

Tables A3B and A1A. Commenters also 

noted that Table A3B, entry 6.d 

erroneously applied the requirements 

for ‘‘correlate with integrated airplane 

systems’’ to all levels of simulators 

rather than just Levels C and D. 

The term ‘‘dynamic response’’ is used 

in its typical engineering context. As 

used in Tables A1A (entry 6.h) and C1A 

(entry 6.i) ‘‘dynamic response 

programming’’ requires the visual 

system display to respond with the 

continuous movement of the simulated 

aircraft. We have clarified the language 

in Tables A3b (entry 6.d), C3b (entry 

6.d) and D3B (entry 5.d) by removing 

the phrase ‘‘where fitted.’’ The 

requirement that the visual scene 

correlate with the integrated aircraft 

systems is to ensure that all installed 

integrated aircraft systems correctly 

respond to what appears in the visual 

scene. This visual correspondence 

requirement applies to only Level C and 

D simulators and the FAA has corrected 

this error in Tables A3B and C3B. 

The ATA, Rockwell Collins, and 

others suggested there should be no 

difference between entries 6.e and 8.g in 

Table A3B. 

These two entries are designed to test 

separate conditions. Entry 6.e tests the 

external lights to ensure correlation 

with the airplane and associated 

equipment while entry 8.g tests the 

environmental effects of the external 

lights in the visual system. Because of 

the separate, distinct purposes of these 

entries, they should not be the same, 

and the FAA has not adopted the 

recommendation. 

The ATA, Rockwell Collins, and 

others objected to the inclusion of 

several visual, sound, or motion systems 

features (e.g., the effect of rain removal 

devices; sound of light, medium, and 

heavy precipitation; and nosewheel 

scuffing) in the airport model 

presentations because they are not 

airport model functions. 

These features are a function of the 

visual, sound, or motion systems. These 

features must be available and operate 

correctly in conjunction with the airport 

models presented during training, 

testing, or checking activities. These 

features are meaningful only when they 

are presented as part of the airport 

model. Therefore, the FAA has not 

removed these features from the airport 

model requirements. 

The ATA, Northwest, Rockwell 

Collins, and others expressed concern 

that the discussion of entry 10 in Table 

A3B regarding the combination of two 

airport models to achieve two ‘‘in-use’’

runways at one airport, may impede 

control of the radio aids and terrain 

elevation and create distracting effects 

in the visual scene display. 

The discussion in entry 10 of Table 

A3B is an authorization, not a 

requirement. If an FSTD has limitations 

such that this combination would 

impede control or create distracting 

effects, this particular authorization is 

not applicable. The FAA has added 

clarifying language in entry 10 to 

address this concern. 

The ATA, Rockwell Collins, and 

others stated the requirement that 

‘‘slopes in runways, taxiways, and ramp 

areas must not cause distracting or 

unrealistic effects’’ in entry 4.b in Table 

A3C implies that Level A and Level B 

simulators are required to have sloping 

terrain modeling, making the Class II 

airport models more stringent than Class 

I airport models. 

Level A and B simulators are not 

required to have sloping terrain 

modeling. This provision, however, sets 

forth the requirements for such 

modeling if a sponsor elects to 

incorporate sloping terrain modeling in 

the FSTD. The FAA has clarified this 

requirement by adding the qualifier ‘‘if 

depicted in the visual scene,’’ in the 

appropriate tables in Appendices A, C, 

and D. 

CAE and others requested the FAA 

establish a list of individuals or 

corporations who work as visual 

modelers and can provide detailed 

information about airports without 

creating national security concerns. 

Anyone with a legitimate need for the 

acquisition of detailed airport 

information for accurate modeling of 

any U.S. airport for simulation modeling 

purposes should contact the NSPM for 

assistance. 

3. Motion or Vibration Requirements 

Rockwell Collins, CAE, the ATA, and 

others stated that Motion Cueing 

Performance Signature tests can provide 

an objective means of determining loss 

in motion system performance. The 

commenters were concerned that if 

these tests were conducted only during 

the Initial Qualification Evaluation, 

sponsors would not have objective 


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information available to determine the 

continuing status of the motion system. 

The proposal required the results of 

these tests to be included in the MQTG. 

Because sponsors are required to run the 

complete quarterly MQTG inspections, 

these tests are not intended to be onetime-only tests. The sponsor and NSPM 

regularly review these tests. The FAA 

agrees that the statement ‘‘this test is not 

required as part of continuing 

qualification evaluations’’ is misleading 

and has deleted this statement where 

appropriate. 

The ATA, Rockwell Collins, and 

others questioned whether Level B 

simulators must be subjectively tested 

for nosewheel scuffing motion effects 

when this level of simulator was not 

authorized for the taxi task. 

Level B simulators are authorized for 

Rejected Takeoff Maneuvers. At higher 

speeds, the movement of the nosewheel 

steering mechanism can be more 

sensitive and may cause the nosewheel 

to be turned beyond smooth tracking 

angles, resulting in nosewheel scuffing 

during Rejected Takeoff Maneuvers. 

Therefore, the FAA has determined that 

subjective testing for nosewheel scuffing 

motion effects is necessary and did not 

make any change. 

4. Sound Requirements 

The ATA, Rockwell Collins, and 

others suggested that in Table A2A, 

entry 5, Sound Requirements, the tests 

listed should have a defined frequency 

spectrum within which the tests should 

be conducted similar to that set forth in 

international standards. 

Because the text in the proposal 

describes these processes and similar 

statements appear in international 

standards, the FAA has added language 

similar to the international standards to 

the sound test requirements of entry 5, 

Table A2A. 

The ATA, Rockwell Collins, and 

others suggested requiring all levels of 

FTDs to be able to represent all the 

flight deck aural warning sounds and 

sounds from pilot actions instead of 

limiting this standard to level 6 FTDs, 

as it currently appears in entry 7.a of 

Table B1A. 

A Level 6 FTD is the only level of 

FTD that is required to have all aircraft 

systems installed and operational. This 

requirement has been in effect for over 

16 years and is consistent with current 

international standards. The suggested 

requirement is also outside the scope of 

this rulemaking. Accordingly, the FAA 

has not adopted the change. 

CAE and others suggested entry 7.c, 

Accurate Simulation of Sounds, in 

Table A1A, address abnormal 

operations in addition to the sound of 

normal operations and the sound of a 

crash. 

The current international standards 

contain a requirement for sounds 

addressing abnormal operations, which 

include the sound of a crash, and 

normal operations. To harmonize with 

international standards the FAA has 

made the change. 

D. Helicopters 

CAE and others noted that an SOC is 

not necessary for entries 1.a, 1.b, and 2.a 

in Table C1A. Thales also suggested that 

the language in entry 2.a be modified to 

reflect helicopter operations. 

The FAA has removed the SOC 

requirement in entries 1.a and 1.b 

because it is not necessary. The SOC for 

entry 2.a is necessary because it 

describes a flight dynamics model that 

must account for combinations of drag 

and thrust normally encountered in 

flight. However, the FAA has modified 

the language in entry 2.a to better reflect 

helicopter operations. 

Thales and others stated that the 

motion onset requirements in Table 

C1A, entry 2.e, are new requirements for 

helicopter simulation. 

The FAA included the requirements 

in this entry in the October 30, 2006, 

final rule (71 FR 63426), and again in 

the NPRM for this rule. These 

requirements codify existing practice 

(e.g., AC 120–63, Helicopter Simulator 

Qualification). 

CAE and others suggested that the 

Information/Notes column in Table 

C1A, entry 2.f, include ‘‘roll’’ as well as 

‘‘pitch,’’ ‘‘side loading,’’ and 

‘‘directional control characteristics,’’

when simulating brake and tire failure 

dynamics. 

The FAA has clarified the 

Information/Notes column by adding 

the phrase ‘‘in the appropriate axes,’’

which includes roll, pitch, yaw, heave, 

sway (side loading), and surge. 

Thales, CAE, and others suggested 

that the requirements in Table C1A, 

entry 2.g.1, regarding ground effect 

should apply to Level B simulators as it 

appears in table C1A, entry 2.c.1. 

The FAA has separated these two 

requirements because helicopter 

simulator Levels B, C, and D may be 

required to perform running takeoffs 

and running landings, as described in 

entry 2.c.1. However, only Level C and 

D simulators are required to perform 

takeoffs or landings to or from a hover, 

as noted in entry 2.g, thus requiring 

separate table entries. Accordingly, the 

FAA has not adopted the 

recommendation. 

CAE and others requested 

clarification regarding the kinds of 

aircraft system variables and 

environmental conditions as listed in 

Table C1A, entry 4, that must be used 

in simulation. Commenters suggested 

removing the reference to ‘‘wind 

speed,’’ including other environmental 

controls, and including ‘‘water spray’’

when hovering over water. 

There is no specific list of system 

variables that must be available in a 

helicopter simulator. The requirement is 

that the instructor or evaluator be able 

to control all the 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 FSTD 

operating manual. The FAA has 

reviewed the entries for environmental 

controls and has included additional 

examples of environmental conditions 

that may be available in the FSTD. We 

also have included ‘‘water vapor’’ as an 

example of what may be expected to be 

re-circulated when hovering above the 

surface, as suggested by the 

commenters. 

CAE, Thales, and others suggested 

including vortex ring and high-speed 

rotor vibrations for motion effects 

programming requirements in Table 

C1A, entry 5.e. Commenters also 

suggested requiring Level B and C 

simulators to demonstrate air turbulence 

models. 

As proposed, entry 5.e included 

requirements for buffet due to settling 

with power and rotor vibrations. As the 

commenters noted, these terms are 

better expressed as buffet due to vortex 

ring, and high-speed rotor vibrations. 

The FAA has clarified the requirements 

as requested. The FAA also has clarified 

the statement in the Information/Notes 

column regarding the use of air 

turbulence models. Further changes 

regarding air turbulence modeling are 

beyond the scope of the NPRM. 

Thales and others recommended 

adjusting surface resolution from the 

currently proposed three (3) arc-minutes 

to two (2) arc-minutes in Table C1A, 

entry 6.i.(4). Additionally, Thales 

recommended the FAA add ‘‘helipad’’

or ‘‘heliport’’ lighting effects specific to 

helicopter operations for subjective 

testing. 

As noted by the commenter, the two 

(2) arc-minutes requirement is the 

current international standard. 

Therefore, the FAA has made the 

recommended change. However, there 

are specific requirements for both 

airport and helicopter landing area 

models for training, testing, and 

checking purposes in attachment 3, and 

the FAA has not included the ‘‘helipad’’

or ‘‘heliport’’ lighting effects in Table 

C1A. 


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CAE, Thales, and others suggested 

that the tolerance of ±3 knots, in Table 

C2A, entry 1.c, Takeoff, and entry 1.j, 

Landing, be applied to either airspeed or 

ground speed, because data collected at 

airspeeds below 30–40 knots are often 

unreliable. Thales suggested that for 

entries 1.c.2 and 1.c.3, the specific type 

of takeoff (Category A, Performance, 

Confined area, etc,) be recorded so 

proper comparisons can be made. 

The FAA recognizes the difficulties in 

applying tolerances to airspeeds when 

the airspeed value itself may not be 

accurate and has added a general 

authorization for Takeoff tests and 

Landing tests. Also, the FAA has added 

a note in the Information/Notes column 

to address the differing types of takeoff 

profiles used for each of these tests. 

CAE and others stated that in 

helicopter simulation, flight test data 

containing all the required parameters 

for a complete power-off landing is not 

always available. CAE recommended 

modifying the language in Tables C2A 

and D2A, entry 1.j.4, Autorotational 

Landing, to state that in those cases 

where data are not available, and other 

qualified flight test personnel are not 

available to acquire this data, the 

sponsor must coordinate with the NSPM 

to determine if it is appropriate to 

accept alternative testing means. 

The FAA agrees that, in certain 

circumstances, the sponsor must 

coordinate with the NSPM to determine 

if it is appropriate to accept an 

alternative testing means. The FAA has 

made the appropriate changes. 

CAE and others stated that Table C2A, 

entry 1.h.2, Autorotation Performance, 

requires data be recorded for speeds 

from 50 knots, ±5 knots, through at least 

maximum glide distance airspeed. 

However, the maximum allowable 

autorotation airspeed is often slower 

than the maximum glide distance 

airspeed, which would prevent accurate 

data for autorotation entry. 

The FAA has modified the test details 

to include maximum allowable 

autorotation airspeed. 

CAE and others suggested reducing 

the tolerance for control displacement to 

±0.10 inches in Table C2A, entry 2.a.6, 

Control System Freeplay. The 

commenters also suggested harmonizing 

the tolerance requirements for FTDs in 

Table D2A, entry 2.a.6. 

The FAA agrees and has made the 

appropriate changes, which reflect 

current international standards. 

CAE and others suggested that the 

proposed ±10% tolerances on pitch and 

airspeed for non-periodic responses, in 

Table C2A, entry 2.c.3.a, Dynamic 

Stability, Long Term Response, be 

relaxed because the proposal is too 

restrictive. They noted non-periodic 

Augmentation-On responses generally 

exhibit less than 5 degrees peak pitch 

attitude change from trim. Further, 

commenters recommended adding a 

statement to the Information/Notes 

column to clarify the relationship 

between non-periodic responses and 

flight-test data. The rationale for these 

recommendations is to avoid 

requirements that are unduly restrictive 

with divergent results, while ensuring 

that the non-periodic responses are 

accurately reproduced. 

The FAA agrees with the commenter’s 

suggestions and rationale and has made 

the appropriate changes in Table C2A 

for FFSs and in Table D2A for FTDs. 

CAE and others suggested relating the 

proposed tolerances in Table C2A, entry 

2.d.3.a, Dynamic Lateral and Directional 

Stability, Lateral-Directional 

Oscillations test. The commenters stated 

that the non-periodic responses may be 

divergent, weakly convergent, or 

deadbeat. The commenters stated that 

the proposed tolerances may be too 

restrictive for deadbeat responses. 

Additionally, the commenters stated 

that oscillatory responses that satisfy the 

period and damping ratio tolerances 

would not necessarily meet the 

proposed time history tolerances 

because of the non-periodic nature of 

the response. The rationale for these 

recommendations is to avoid 

requirements that are unduly restrictive 

with divergent results while ensuring 

that the non-periodic responses are 

reproduced with sufficient accuracy. 

The FAA agrees with the commenters’

suggestions and rationale and has made 

the appropriate changes in Table C2A 

for FFSs and in Table D2A for FTDs. 

Thales, CAE, and others were 

concerned that there are no tolerances 

specified for the tests listed in Table 

C2A, entry 3.a, Frequency Response, 

3.b, Leg Balance, and 3.c, Turn Around 

Check. 

Because of the way the tests are used, 

the FAA has determined it is 

appropriate that these specific tests do 

not have a specified tolerance other than 

the performance as established by the 

FSTD manufacturer in coordination 

with the sponsor. These tests are 

conducted during the initial evaluation 

and made part of the MQTG. While the 

sponsor is not required to run these tests 

again during continuing qualification 

evaluations, the test results are available 

if a question arises about the 

performance of the motion system 

hardware or the integrity of the motion 

set-up at any time subsequent to the 

initial qualification evaluation. The test 

results recorded during the initial 

qualification evaluation provide a 

benchmark against which subsequent 

comparisons can be made. 

CAE and others questioned whether a 

motion signature (Table C2A, entry 3.e, 

Motion Cueing Performance Signature) 

is required for a test that only requires 

a snapshot test result or a series of 

snapshot test results, and if a sponsor 

may submit a result of their choice if 

multiple results are available for a 

specific test. 

The specific motion cueing 

performance signature tests have 

specifically associated tests that are 

indicated in the Information/Notes 

column. When these tests are 

conducted, the sponsor records the 

motion system as an additional 

parameter, providing a cross-sectional 

benchmark for the motion system 

performance. When the test authorizes 

the result to be provided as ‘‘a series of 

snapshot tests,’’ the sponsor may choose 

to record the motion cueing 

performance signature tests as a time 

history or as a series of snapshot tests. 

Thales, HAI, and others requested that 

sponsors be allowed to use alternative 

data sources for Helicopter FTDs, as 

authorized for Airplane FTDs. 

At this time, alternative data source 

information has not been developed for 

Helicopter FTDs. The FAA developed 

the alternative data source information 

for airplanes in coordination with 

industry prior to this rulemaking. 

Anyone interested in researching and 

developing alternatives for helicopter 

FTDs for future rulemakings should 

contact the NSPM. 

The HAI and others suggested 

expanding the vertical field-of-view 

requirements for level 7 helicopter FTDs 

to at least 70° in paragraph 24 of 

Appendix D, Helicopter Flight Training 

Devices. CAE further noted that the 

field-of-view requirements for Level 7 

FTDs appear to be more stringent than 

the requirements for a Level B 

simulator. 

Peripheral vision is a critical cue in 

helicopter operations. Therefore, the 

FAA determined that the field-of-view 

standards for Level C helicopter 

simulators, which have been in effect 

since 1994, provide the adequate 

peripheral cues for the new level 7 

helicopter FTD. Because peripheral 

vision is the critical cue, the FAA has 

not expanded the vertical field-of-view 

requirement. 

CAE and others suggested revising the 

requirements for handling qualities for 

the level 7 helicopter FTD listed in 

Table D1A, given the list of tasks that 

may be authorized for the FTD. 

Although the tasks listed in the 

referenced table may seem extensive for 

a device that is not an FFS, the FAA 


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does not intend that a student would be 

completely trained or trained to 

proficiency in any of the tasks 

authorized for that FTD. In each case, 

the task requires additional training, 

either in an aircraft or in a higher level 

FSTD, and a proficiency test in an 

aircraft or in a higher level FSTD upon 

completion of such training. Therefore, 

the FAA has not revised the handling 

qualities for the level 7 helicopter FTD. 

CAE and others suggested modifying 

Table D1A, entries 1.a and 1.b, to clarify 

the location of bulkheads and the 

location and operation of circuit 

breakers. 

The FAA has included clarifying 

language in entry 1.a of Table D1A. 

CAE and others suggested removing 

the statement ‘‘An SOC is required’’

from Table D1A, entries 1.a, 1.b, 2.a, 

6.a.1, 6.a.2, 6.a.3, 6.a.4, 6.a.5, 6.a.6, and 

6.b. 

The FAA agrees with the commenters 

with respect to entries 1.a and 1.b and 

has removed the SOC statement because 

a visual observation is sufficient. 

However, for the remainder of the 

entries, the SOC statements are still 

necessary because a visual observation 

will not reveal the data necessary to 

demonstrate and explain compliance 

with the specific requirements. 

CAE and others suggested including a 

requirement for an SOC to explain how 

the computer will address the delay 

timing requirements for relative 

responses in Table D1A, entry 2.c. 

The entry preceding 2.c sets forth the 

requirement to have a computer (analog 

or digital) with the capabilities 

necessary to meet the qualification level 

sought. At this point, an SOC is 

required. The SOC will supply the 

information about the delay timing tests. 

Therefore, an additional SOC 

requirement in entry 2.c is not 

necessary. 

CAE, HAI, and others suggested 

requiring in Table D1A, entry 5, Motion 

system, that all FTD levels have a 

motion system instead of allowing an 

open authorization with the limitation 

that, if installed, it may not be 

distracting. 

The current training equipment for 

helicopter FTDs is not designed to 

include motion systems. The FAA 

recognizes, however, that some sponsors 

may wish to include these systems as 

part of their training equipment. If a 

sponsor elects to install a motion 

system, the system must not be 

distracting. Further, if the system will 

be used for additional training, testing, 

or checking credits, it must meet certain 

other requirements outlined in 

Appendix C. Accordingly, the FAA has 

not required helicopter FTDs to have 

motion systems. However, as proposed, 

all level 7 FTDs are required, at the very 

least, to have a vibration system. 

HAI and others questioned why ‘‘mast 

bumping’’ was not authorized for Level 

6 FTDs, as it is for Level 7 FTDs. 

As noted in entry 5.b of Table D1A, 

only Level 7 FTDs are required to have 

a vibration system. Because the primary 

cue that would alert the pilot to the 

onset of mast bumping would be an 

increase in the vibration felt from the 

rotor system, this task is only authorized 

for Level 7 FTDs. 

CAE stated that in Table D2A, entry 

2.b.3.d, Vertical Control Response, the 

augmentation condition under the flight 

condition column is not specified, 

which is different from the previous 

three tests for control response in that 

table. 

The FAA agrees with the commenter 

and has amended the referenced flight 

condition column to indicate that the 

augmentation condition for the test is 

both on and off, as it is for the preceding 

three control response tests in Table 

D2A. 

CAE and others questioned whether 

the requirements of FSTD Directive 1 

should be extended to helicopter FTDs. 

The provisions of FSTD Directive 1 

are applicable to those FSTD airport 

models currently in existence. 

Currently, there are no helicopter FTDs 

that have required visual systems. 

Therefore, there is no need to extend the 

requirements set out in FSTD Directive 

1 to helicopter FTDs. The requirements 

for airport models are included in 

attachment 3 of Appendix D and are 

applicable to newly qualified Level 7 

helicopter FTDs. 

HAI and others questioned the 

necessity and cost of requiring Table 

D3B, entry 5.f, Effect of Rain Removal 

Devices. 

The visual system requirement for the 

Level 7 helicopter FTD was designed to 

mirror the Level C helicopter FFS visual 

system requirement, which includes 

rain removal devices. This requirement 

is necessary to ensure that the FTD 

adequately reflects the actual helicopter 

being simulated. If the actual helicopter 

does not have rain removal devices, the 

FTD is not required to demonstrate the 

effect of rain removal devices. The FAA 

notes that these devices are not always 

a ‘‘windshield wiper,’’ but may be highpressure air or an application of rainrepelling fluid. 

E. Quality Management System (QMS) 

Federal Express, ATA, and others 

questioned which Quality Management 

System (QMS) would apply when an 

FSTD (including FSTDs owned by 

foreign entities), is installed in a 

Training Center with a different QMS, 

or if the FSTD is maintained by a 

contractor with a different QMS. 

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 in accordance with part 60. Thus, 

the sponsor’s QMS must include 

provisions to ensure that the FSTD will 

only be used when it is in compliance 

with the sponsor’s own QMS and the 

regulatory requirements of part 60. 

The ATA, Rockwell Collins, and 

others requested that the voluntary 

elements for the QMS, as published on 

October 30, 2006 (71 FR 63426), be 

included in Appendix E of the final 

rule. One commenter suggested that the 

concept of a ‘‘basic’’ and a ‘‘voluntary’’

QMS be removed and a single QMS be 

required. 

As noted in the NPRM (72 FR 59604), 

the FAA removed the voluntary QMS 

from Appendix E. As proposed, 

Appendix E sets forth the basic 

requirements for a QMS. Although 

commenters requested that we include 

in part 60 the voluntary program, the 

voluntary program does not expand, 

further explain, or correspond to 

specific regulatory requirements. 

Therefore, the FAA has not included the 

voluntary program in the final rule. 

The ATA, Northwest, and others 

questioned the inspection 

responsibilities of the NSPM in 

evaluating the QMS as opposed to FAA 

entities conducting ATOS audits. 

The NSPM is responsible for 

evaluating the FSTD, including the 

QMS associated with the FSTD. The 

ATOS inspections determine whether 

the incorporation of the FSTD into an 

FAA-approved flight training program 

provides the necessary tool(s) to 

complete the required training program 

activities. The FAA has determined that 

the ATOS inspections will not include 

review of the actual FSTD or the QMS 

associated with that FSTD. 

Federal Express and others 

questioned whether only the 

Management Representative (MR) 

should receive Quality System training 

and brief other personnel on procedures 

and suggested that the wording be 

changed to allow others, besides the 

MR, to brief other personnel. They were 

also concerned that the MR, in most 

cases, is the Director of Operations. 

They also questioned what would be 

considered ‘‘appropriate’’ quality 

system training. 

The FAA does not require that the MR 

be the Director of Operations or hold 

any other specific position for a 

certificate holder. The MR, as 


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determined by the sponsor, may 

delegate his or her responsibilities so 

long as the delegation does not 

compromise the QMS. If the MR 

delegates his or her responsibilities, the 

MR must ensure that the person to 

whom the MR delegates his or her 

responsibilities is capable of adequately 

briefing other personnel on QMS 

procedures. Further, anyone can receive 

QMS training. The FAA, however, is 

requiring only that the MR receive QMS 

training. The FAA agrees that the word 

‘‘appropriate’’ is not necessary in this 

context and has removed it. 

Federal Express and others 

questioned the proposed requirement to 

notify the NSPM within 10 working 

days of the sponsor becoming aware of 

an addition to, or revision of, flightrelated data or airplane systems-related 

data used to program or operate a 

qualified FSTD. The commenters are 

concerned because systems data may 

not be provided to the sponsor in a 

timely manner. They requested the 

notification time be changed to 10 

working days of performing a 

modification, an addition, or a revision 

of FSTD software that affects the flight 

or system operations of a qualified 

FSTD. 

The requirement that the sponsor 

must submit notification within 10 

calendar days is only a statement that 

the sponsor is aware that an addition to, 

amendment of, or a revision of data that 

may relate to FFS performance or 

handling characteristics is available. 

This notification does not require any 

information regarding how the change is 

to be accomplished, nor does it commit 

the sponsor to implementing the 

particular change. Rather, information 

regarding the sponsor’s proposed course 

of action must be submitted within 45 

calendar days of the sponsor becoming 

aware of the data. Therefore, the FAA 

did not change the notification time 

requirement as requested by the 

commenters. 

The ATA and others suggested the 

FAA set forth the minimum 

requirements for a discrepancy 

prioritization system or include a note 

in Appendix E (QMS Systems) that a 

prioritization system is a required 

element in an acceptable QMS. 

There is no requirement for the 

development or the implementation of a 

discrepancy prioritization system for the 

correction of FSTD discrepancies. Such 

a system is completely voluntary. If the 

sponsor elects to develop such a system, 

the NSPM must approve the system. As 

stated in Note 1 to entry E1.31.b of 

Appendix E, if a sponsor has an 

approved prioritization system, the 

QMS must describe how discrepancies 

are prioritized, what actions are taken, 

and how the sponsor will notify the 

NSPM if a missing, malfunctioning, or 

inoperative component (MMI) has not 

been repaired or replaced within the 

specified timeframe. Because this 

prioritization system is voluntary, the 

FAA has not adopted the changes. 

F. Miscellaneous 

United, the ATA, and others 

suggested that the FAA clarify and 

confirm that elements of the QPS 

appendices that go beyond current 

requirements not apply to FSTDs 

qualified before May 30, 2008. Also, the 

commenters recommended continuing 

to allow currently qualified FSTDs to be 

updated under the guidance effective 

when the simulator was initially 

qualified. 

Except for FSTD Directive 1, the rule 

as proposed does not require currently 

qualified FSTDs to meet the 

requirements of the QPS Appendices A–

D, attachments 1, 2, and 3, as long as the 

FSTD continues to meet the test 

requirements of its original qualification 

(see paragraph 13, subparagraph b of 

Appendices A–D). In response to 

comments, the FAA has clarified that 

FSTD updates will continue to be 

allowed under the standards in the 

current Master Qualification Test Guide 

(MQTG) for that FSTD. 

CAE and others noted that the 

statement ‘‘a subjective test is required’’

in Table C1A is inconsistent with 

international standards. 

The references to ‘‘a subjective test is 

required’’ and ‘‘an objective test is 

required’’ in Tables A1A, B1A, C1A, 

and D1A were redundant of the 

requirements in Attachments 2 and 3 in 

Appendices A–D. Therefore, we have 

removed these references. The objective 

and subjective test requirements in 

Attachments 2 and 3 in Appendices A–

D are consistent with international 

standards. 

The ATA, Northwest, Boeing, CAE, 

and others recommended adding 

references to the Airplane Flight Manual 

(AFM) in the regulatory requirements 

sections of the QPS appendices. 

The FAA is not referencing the AFM 

as requested because the AFM provides 

specific standards based on aircraft 

type. Where the AFM provides helpful 

data, it may be used as guidance and as 

an additional data source, if 

appropriate. 

CAE and others expressed concern 

that correcting known data calibration 

errors may not be permitted because of 

the language contained in Appendix A, 

Attachment 2, paragraph 9, (FSTD) 

Objective Data Requirements, 

subparagraph b(5). 

The FAA acknowledges that the 

correction of recognized data calibration 

errors is often accomplished in data 

collection and reduction exercises. 

Therefore, the FAA has added language 

where appropriate in Appendices A–D 

to permit the correction of known data 

calibration errors provided that an 

explanation of the methods used to 

correct the errors appears in the QTG. 

CAE requested the FAA explain how 

percentages are calculated when 

tolerances are expressed as a percentage 

in attachment 2, paragraph 2.b, of 

Appendices A–D. 

The FAA has included an explanation 

of how these percentages are calculated 

in Appendices A–D, attachment 2, 

paragraph 2.b. 

The ATA, Northwest, and others 

expressed concern over the submission 

of an FSTD modification notification to 

the NSPM as described in Appendix A, 

Paragraph 17, subparagraph a. The 

commenters were concerned that the 

results of the modification might not be 

known until after the notice of the 

modification is submitted to the NSPM. 

The notification is not intended to be 

a detailed summary of each specific 

result. The notification must simply 

include a plan of action and a general 

description of the expected results. 

The ATA, Rockwell Collins, and 

others requested clarification of the use 

of the term MMI component. Some 

sought clarification as to whether an 

MMI component was a hardware 

component, a software component, or a 

component that directly affected the 

training mission of the FSTD. In 

addition, some commenters requested 

an inclusive list of components such as: 

Flight deck hardware, a system line 

replaceable unit (LRU) of hardware or 

software, or a major FSTD system. 

Further, commenters asked who is 

responsible for determining whether an 

MMI component is necessary for a 

particular maneuver, procedure, or task. 

The FAA has determined it is 

unnecessary to further clarify the 

meaning of missing, malfunctioning, or 

inoperative component. These words 

have their typical dictionary meanings. 

In this rule, an FSTD component could 

be a piece of hardware, a piece of 

software that performs as a piece of 

hardware (e.g., software functioning as 

an autopilot), or a piece of software that 

is used in the operation of the simulated 

aircraft or of the FSTD itself. Each FSTD 

component is present to serve a 

purpose—whether that purpose is to 

allow the simulation to work or to 

simulate a component of the aircraft 

being simulated. Since an FSTD is used 

to train, test, or check flight 

crewmembers, if one or more 


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component of the FSTD becomes 

missing, is not working, or is not 

working correctly, there would be some 

impact on the function of the FSTD. 

Developing an inclusive list of 

components that are necessary for a 

particular maneuver, procedure, or task 

is impractical because of the unique 

characteristics of each FSTD and 

unnecessary because of the obvious 

nature and effect of an MMI component 

on the overall operation of the FSTD. 

We have added language to the 

information in paragraph 18, Operation 

with Missing, Malfunctioning, or 

Inoperative Components (§ 60.25) in 

Appendices A–D to clarify that it is the 

responsibility of the instructor, check 

airman, or representative of the 

administrator conducting training, 

testing, or checking, to exercise 

reasonable and prudent judgment to 

determine whether an MMI component 

is necessary for a particular maneuver, 

procedure, or task. 

Boeing and others commented on the 

repetition of the definitions of the 

weight ranges (near maximum, medium, 

and light). In addition to appearing in 

Appendix F, the definitions also appear 

in Attachment 2 of Appendices A–D. 

The commenters are concerned that the 

repetition may cause confusion in the 

application of these ranges. Further, 

CAE stated that the terms may not apply 

to light-class helicopters. 

The FAA has removed the definitions 

of these terms from the QPS 

Requirement in Appendices A–D 

because they are defined in Appendix F. 

In some cases, these gross weight ranges 

are not within the appropriate ranges for 

light-class helicopters. Therefore, in 

Appendices C and D, we have added a 

statement that these terms may not be 

appropriate for light-class helicopters. 

Prior coordination with the NSPM is 

required to determine the acceptable 

gross weight ranges for light-class 

helicopters. 

The ATA, Northwest, and others 

questioned how the FAA could use 

Personally Identifiable Information (PII) 

for investigation, compliance, or 

enforcement purposes and then bring 

enforcement action against a person, not 

certificated by the FAA, who may have 

worked on an FSTD. 

The FAA must ensure that FSTDs 

used by flight crewmembers for training, 

testing, and checking purposes are 

maintained and used properly and in 

accordance with all regulatory 

requirements. If the FAA finds grounds 

for investigation or enforcement action, 

the FAA may request, administratively 

subpoena, or seek a court order for the 

sponsor’s records, which may contain 

PII. The FAA may use those records, 

and any PII contained therein, in the 

course of inspection, investigation, and 

enforcement. Furthermore, if, for 

example, the FAA discovered during the 

course of such an investigation that an 

individual made false or misleading 

statements, the FAA could use its 

statutory and regulatory authority to 

issue a cease and desist order to prohibit 

the individual from conducting any 

future maintenance on any FSTD, 

regardless of whether he or she holds an 

FAA certificate. 

Paperwork Reduction Act 

Information collection requirements 

associated with this final rule have been 

approved previously by the Office of 

Management and Budget (OMB) under 

the provisions of the Paperwork 

Reduction Act of 1995 (44 U.S.C. 

3507(d)) and have been assigned OMB 

Control Number 2120–0680. 

International Compatibility 

In keeping with U.S. obligations 

under the Convention on International 

Civil Aviation, it is FAA policy to 

comply with 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 regulations. 

III. Regulatory Evaluation, Regulatory 

Flexibility Determination, International 

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 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this 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. Such a determination has 

been made for this final rule. The 

reasoning for this determination 

follows: 

This final rule codifies existing 

practice by requiring all existing FSTD 

visual scenes beyond the number 

required for qualification to meet 

specified requirements. The final rule 

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 

changes ensure that the training and 

testing environment is accurate and 

realistic, codify existing practice, and 

provide greater harmonization with the 

international standards document for 

simulation. Except for the amendment 

to codify existing practice regarding 

certain visual scene requirements, these 

technical requirements do not apply to 

simulators qualified before May 30, 

2008. The impact of this final rule 

results in minimal to no cost increases 

for manufacturers and sponsors. 

The FAA has, therefore, determined 

that this 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-forprofit organizations, and small 

governmental jurisdictions. 


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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. 

This final rule codifies existing 

practice by requiring all existing FSTD 

visual scenes beyond the number 

required for qualification to meet 

specified requirements. The final rule 

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 

changes ensure that the training and 

testing environment is accurate and 

more realistic, codify existing practice, 

and provide greater harmonization with 

the international standards document 

for simulation. Except for the 

amendment to codify existing practice 

regarding certain visual scene 

requirements, these technical 

requirements do not apply to simulators 

qualified before May 30, 2008. The 

impact of this rule results in minimal or 

no cost for manufacturers and sponsors. 

Therefore, as the individual delegated 

with authority to sign this final rule on 

behalf of the Acting Administrator of 

the FAA, I certify that this rule does not 

have a significant economic impact on 

a substantial number of small entities. 

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 effect of this rule and has 

determined that it imposes 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 

$136.1 million in lieu of $100 million. 

This rule does not contain such a 

mandate. 

Executive Order 13132, Federalism 

The FAA has analyzed this final rule 

under the principles and criteria of 

Executive Order 13132, Federalism. We 

determined that this action will not 

have a substantial direct effect on the 

States, or the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government, and, therefore, 

does 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. 

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 amendment number or 

docket number of this rulemaking. 

Anyone is able to search the 

electronic form of all comments 

received into any of our dockets by the 

name of the individual submitting the 

comment (or signing the comment, if 

submitted on behalf of an association, 

business, labor union, etc.). You may 

review DOT’s complete Privacy Act 

statement in the Federal Register 

published on April 11, 2000 (Volume 

65, Number 70; Pages 19477–78) or you 

may visit http://DocketsInfo.dot.gov. 

Small Business Regulatory Enforcement 

Fairness Act 

The Small Business Regulatory 

Enforcement Fairness Act (SBREFA) of 

1996 requires FAA to comply with 

small entity requests for information or 

advice about compliance with statutes 

and regulations within its jurisdiction. If 

you are a small entity and you have a 

question regarding this document, you 

may contact your local FAA official, or 

the person listed under the FOR FURTHER

INFORMATION CONTACT heading at the 

beginning of the preamble. You can find 

out more about SBREFA on the Internet 

at http://www.faa.gov/ 

regulations_policies/rulemaking/ 

sbre_act/. 

List of Subjects in 14 CFR Part 60 

Airmen, Aviation safety, Reporting 

and recordkeeping requirements. 

IV. The Amendment 

■ In consideration of the foregoing, the 

Federal Aviation Administration 

amends Chapter I of Title 14, Code of 

Federal Regulations 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 is amended by revising 

appendices A–F to read as follows: 


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Appendix A to Part 60—Qualification 

Performance Standards for Airplane 

Full Flight Simulators 

lllllllllllllllllllll

Begin Information 

This appendix establishes the standards for 

Airplane FFS evaluation and qualification. 

The NSPM is responsible for the 

development, application, and 

implementation of the standards contained 

within this appendix. The procedures and 

criteria specified in this appendix will be 

used by the NSPM, or a person assigned by 

the NSPM, when conducting airplane FFS 

evaluations. 

Table of Contents 

1. Introduction. 

2. Applicability (§§ 60.1 and 60.2). 

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the Sponsor 

(§ 60.9). 

8. FFS Use (§ 60.11). 

9. FFS Objective Data Requirements (§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

FFS (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for a Currently 

Qualified FFS (§ 60.16). 

13. Previously Qualified FFSs (§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance 

Requirements (§ 60.19). 

15. Logging FFS Discrepancies (§ 60.20). 

16. Interim Qualification of FFSs for New 

Airplane Types or Models (§ 60.21). 

17. Modifications to FFSs (§ 60.23). 

18. Operations With Missing, 

Malfunctioning, or Inoperative 

Components (§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.29). 

21. Record Keeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or 

Incorrect Statements (§ 60.33). 

23. Specific FFS Compliance Requirements 

(§ 60.35). 

24. [Reserved] 

25. FFS Qualification on the Basis of a 

Bilateral Aviation Safety Agreement 

(BASA) (§ 60.37). 

Attachment 1 to Appendix A to Part 60—

General Simulator Requirements. 

Attachment 2 to Appendix A to Part 60—FFS 

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 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

Begin Information 

a. This appendix contains background 

information as well as regulatory and 

informative material as described later in this 

section. To assist the reader in determining 

what areas are required and what areas are 

permissive, the text in this appendix is 

divided into two sections: ‘‘QPS 

Requirements’’ and ‘‘Information.’’ The QPS 

Requirements sections contain details 

regarding compliance with the part 60 rule 

language. These details are regulatory, but are 

found only in this appendix. The Information 

sections contain material that is advisory in 

nature, and designed to give the user general 

information about the regulation. 

b. 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: 

9-aso-avr-sim-team@faa.gov. 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 

(ACs), 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 120–28, as amended, Criteria for 

Approval of Category III Landing Weather 

Minima. 

(11) AC 120–29, as amended, Criteria for 

Approving Category I and Category II 

Landing Minima for part 121 operators. 

(12) AC 120–35, as amended, Line 

Operational Simulations: Line-Oriented 

Flight Training, Special Purpose Operational 

Training, Line Operational Evaluation. 

(13) AC 120–40, as amended, Airplane 

Simulator Qualification. 

(14) AC 120–41, as amended, Criteria for 

Operational Approval of Airborne Wind 

Shear Alerting and Flight Guidance Systems. 

(15) AC 120–57, as amended, Surface 

Movement Guidance and Control System 

(SMGCS). 

(16) AC 150/5300–13, as amended, Airport 

Design. 

(17) AC 150/5340–1, as amended, 

Standards for Airport Markings. 

(18) AC 150/5340–4, as amended, 

Installation Details for Runway Centerline 

Touchdown Zone Lighting Systems. 

(19) AC 150/5340–19, as amended, 

Taxiway Centerline Lighting System. 

(20) AC 150/5340–24, as amended, 

Runway and Taxiway Edge Lighting System. 

(21) AC 150/5345–28, as amended, 

Precision Approach Path Indicator (PAPI) 

Systems. 

(22) International Air Transport 

Association document, ‘‘Flight Simulator 

Design and Performance Data Requirements,’’

as amended. 

(23) AC 25–7, as amended, Flight Test 

Guide for Certification of Transport Category 

Airplanes. 

(24) AC 23–8, as amended, Flight Test 

Guide for Certification of Part 23 Airplanes. 

(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. 

(29) Aeronautical Radio, Inc. (ARINC) 

document number 436, titled Guidelines For 

Electronic Qualification Test Guide (as 

amended). 

(30) Aeronautical Radio, Inc. (ARINC) 

document 610, Guidance for Design and 

Integration of Aircraft Avionics Equipment in 

Simulators (as amended). 

End Information 

lllllllllllllllllllll

2. Applicability (§§ 60.1 and 60.2) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.1, Applicability, or to 

§ 60.2, Applicability of sponsor rules to 

persons who are not sponsors and who are 

engaged in certain unauthorized activities. 


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End Information 

lllllllllllllllllllll

3. Definitions (§ 60.3) 

lllllllllllllllllllll

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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.4, Qualification 

Performance Standards. 

End Information 

lllllllllllllllllllll

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

Begin Information 

See Appendix E of this part for additional 

regulatory and informational material 

regarding Quality Management Systems. 

End Information 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

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

to have a specific FFS, identified by the 

sponsor, used at least once in an FAAapproved flight training program for the 

airplane simulated during the 12-month 

period described. The identification of the 

specific FFS may change from one 12-month 

period to the next 12-month period as long 

as 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 

§ 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 

§ 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 

§ 60.7(d)(1)); 

OR 

(ii) Used by another FAA certificate holder 

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

airplane simulated (as described in 

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

established in the same manner as in 

example one; 

OR 

(iii) Provided a statement each year from a 

qualified pilot (after having flown the 

airplane, not the subject FFS or another FFS, 

during the preceding 12-month period), 

stating that the subject FFS’s performance 

and handling qualities represent the airplane 

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

is provided at least once in each 12-month 

period established in the same manner as in 

example one. 

(b) 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 

§ 60.7(d)(1)); 

OR 

(ii) A statement is obtained from a 

qualified pilot (having flown the airplane, 

not the subject FFS or another FFS, during 

the preceding 12-month period) stating that 

the performance and handling qualities of 

each FFS in the Chicago and Moscow centers 

represents the airplane (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FFS. 

End Information 

lllllllllllllllllllll

8. FFS Use (§ 60.11) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.11, Simulator Use. 

End Information 

lllllllllllllllllllll

9. FFS Objective Data Requirements (§ 60.13) 

lllllllllllllllllllll

Begin QPS Requirements 

a. Flight test data used to validate FFS 

performance and handling qualities must 

have been gathered in accordance with a 

flight test program containing the following: 

(1) A flight test plan consisting of: 

(a) The maneuvers and procedures 

required for aircraft certification and 

simulation programming and validation. 

(b) For each maneuver or procedure—

(i) The procedures and control input the 

flight test pilot and/or engineer used. 

(ii) The atmospheric and environmental 

conditions. 

(iii) The initial flight conditions. 

(iv) The airplane configuration, including 

weight and center of gravity. 

(v) The data to be gathered. 

(vi) All other information necessary to 

recreate the flight test conditions in the FFS. 

(2) Appropriately qualified flight test 

personnel. 

(3) An understanding of the accuracy of the 

data to be gathered using appropriate 

alternative data sources, procedures, and 

instrumentation that is traceable to a 

recognized standard as described in 

Attachment 2, Table A2E of this appendix. 

(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 as follows: 

(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. 


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(5) Without alteration, adjustments, or bias. 

Data may be corrected to address known data 

calibration errors provided that an 

explanation of the methods used to correct 

the errors appears in the QTG. The corrected 

data may be re-scaled, digitized, or otherwise 

manipulated to fit the desired presentation. 

c. After completion of any additional flight 

test, a flight test report must be submitted in 

support of the validation data. The report 

must contain sufficient data and rationale to 

support qualification of the FFS at the level 

requested. 

d. As required by § 60.13(f), the sponsor 

must notify the NSPM when it becomes 

aware that an addition to, an amendment to, 

or a revision of data that may relate to FFS 

performance or handling characteristics is 

available. The data referred to in this 

paragraph is data 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 

lllllllllllllllllllll

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 § 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 (see Table A2C, Sample Validation 

Data Roadmap for Airplanes) 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-bycase 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 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the FFSs 

(§ 60.14) 

lllllllllllllllllllll

Begin Information 

a. In the event that the NSPM determines 

that special equipment or specifically 

qualified persons will be required to conduct 

an evaluation, the NSPM will make every 

attempt to notify the sponsor at least one (1) 

week, but in no case less than 72 hours, in 

advance of the evaluation. Examples of 

special equipment include spot photometers, 

flight control measurement devices, and 

sound analyzers. Examples of specially 

qualified personnel include individuals 

specifically qualified to install or use any 

special equipment when its use is required. 

b. Examples of a special evaluation include 

an evaluation conducted after an FFS is 

moved, at the request of the TPAA, or as a 

result of comments received from users of the 

FFS that raise questions about the continued 

qualification or use of the FFS. 

End Information 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

lllllllllllllllllllll

Begin QPS Requirements 

a. In order to be qualified at a particular 

qualification level, the FFS must: 

(1) Meet the general requirements listed in 

Attachment 1 of this appendix; 

(2) Meet the objective testing requirements 

listed in Attachment 2 of this appendix; and 

(3) Satisfactorily accomplish the subjective 

tests listed in Attachment 3 of this appendix. 

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

include all of the following: 

(1) A statement that the FFS meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

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

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) A QTG, acceptable to the NSPM, that 

includes all of the following: 

(a) Objective data obtained from traditional 

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 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, of this appendix 

for a sample QTG cover page). 

(2) A continuing qualification evaluation 

requirements page. This page will be used by 

the NSPM to establish and record the 

frequency with which continuing 

qualification evaluations must be conducted 

and any subsequent changes that may be 

determined by the NSPM in accordance with 

§ 60.19. See Attachment 4, Figure A4G, of 

this appendix 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, of this appendix 

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. 


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(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. 

(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, of this appendix 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. 

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. An 

electronic copy of the MQTG 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 

lllllllllllllllllllll

Begin Information 

m. Only those FFSs that are sponsored by 

a certificate holder as defined in Appendix 

F of this part 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 of 

this appendix, the objective tests listed in 

Attachment 2 of this appendix, 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. 


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(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 the 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 FFS is qualified, 

referencing the tasks described in Table A1B 

in Attachment 1 of this appendix. However, 

it is the sponsor’s responsibility to obtain 

TPAA approval prior to using the FFS 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 of this appendix, 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 of this appendix, 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 § 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 § 60.15(g)(6), include 

windshear training and circling approaches. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for a Currently 

Qualified FFS (§ 60.16) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.16, Additional 

Qualifications for a Currently Qualified FFS. 

End Information 

lllllllllllllllllllll

13. Previously Qualified FFSs (§ 60.17) 

lllllllllllllllllllll

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 May 30, 2009, each visual scene or 

airport model beyond the minimum required 

for the FFS qualification level that is 

installed in and available for use in a 

qualified FFS must meet the requirements 

described in attachment 3 of this appendix. 

d. Simulators qualified prior to May 30, 

2008, may be updated. If an evaluation is 

deemed appropriate or necessary by the 

NSPM after such an update, the evaluation 

will not require an evaluation to standards 

beyond those against which the simulator 

was originally qualified. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

e. Other certificate holders or persons 

desiring to use an FFS may contract with FFS 

sponsors to use FFSs previously qualified at 

a particular level for an airplane type and 

approved for use within an FAA-approved 

flight training program. Such FFSs are not 

required to undergo an additional 

qualification process, except as described in 

§ 60.16. 

f. Each FFS user must obtain approval from 

the appropriate TPAA to use any FFS in an 

FAA-approved flight training program. 

g. The intent of the requirement listed in 

§ 60.17(b), for each FFS to have a SOQ 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. 

h. Downgrading of an FFS is a permanent 

change in qualification level and will 

necessitate the issuance of a revised SOQ 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. 

i. The NSPM will determine the evaluation 

criteria for an FFS 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. 


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End Information 

lllllllllllllllllllll

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The sponsor must conduct a minimum 

of four evenly spaced inspections throughout 

the year. The objective test sequence and 

content of each inspection must be 

developed by the sponsor and must be 

acceptable to the NSPM. 

b. The description of the functional 

preflight check 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 

lllllllllllllllllllll

Begin Information 

f. The sponsor’s test sequence and the 

content of each quarterly inspection required 

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

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FFS systems. 

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 § 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 

lllllllllllllllllllll

15. Logging FFS Discrepancies (§ 60.20) 

Begin Information 

No additional regulatory or informational 

material applies to § 60.20. Logging FFS 

Discrepancies. 

End Information 

lllllllllllllllllllll

16. Interim Qualification of FFSs for New 

Airplane Types or Models (§ 60.21) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.21, Interim 

Qualification of FFSs for New Airplane 

Types or Models. 

End Information 

lllllllllllllllllllll

17. Modifications to FFSs (§ 60.23) 

Begin QPS Requirements 

a. The notification described in 

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

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FFS and the 

results that are expected with the 

modification incorporated. 

b. Prior to using the modified FFS: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

FSTD Directives are considered 

modifications of an FFS. See Attachment 4 of 

this appendix for a sample index of effective 

FSTD Directives. See Attachment 6 of this 

appendix for a list of all effective FSTD 

Directives applicable to Airplane FFSs. 

End Information 

lllllllllllllllllllll

18. Operation with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FFS, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. It is the responsibility of the instructor, 

check airman, or representative of the 

administrator conducting training, testing, or 

checking to exercise reasonable and prudent 

judgment to determine if any MMI 

component is necessary for the satisfactory 

completion of a specific maneuver, 

procedure, or task. 

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

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

d. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FFS. Repairs 

having a larger impact on FFS capability to 

provide the required training, evaluation, or 

flight experience will have a higher priority 

for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FFS is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing 

required for requalification. 

End Information 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 


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systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FFS is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing 

required for requalification. 

End Information 

lllllllllllllllllllll

21. Recordkeeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FFS modifications can include hardware 

or software changes. For FFS modifications 

involving software programming changes, the 

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

of the name of the aircraft system software, 

aerodynamic model, or engine model change, 

the date of the change, a summary of the 

change, and the reason for the change. 

b. If a coded form for record keeping is 

used, it must provide for the preservation 

and retrieval of information with appropriate 

security or controls to prevent the 

inappropriate alteration of such records after 

the fact. 

End QPS Requirements 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.33, Applications, 

Logbooks, Reports, and Records: Fraud, 

Falsification, or Incorrect Statements. 

23. Specific FFS Compliance Requirements 

(§ 60.35) 

No additional regulatory or informational 

material applies to § 60.35, Specific FFS 

Compliance Requirements. 

24. [Reserved] 

25. FFS Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

No additional regulatory or informational 

material applies to § 60.37, FFS Qualification 

on the Basis of a Bilateral Aviation Safety 

Agreement (BASA). 

End Information 

lllllllllllllllllllll

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 an SOC as 

defined in Appendix F, which may include 

objective and subjective tests. The 

requirements for SOCs are indicated in the 

‘‘General Simulator Requirements’’ column 

in Table A1A of this appendix. 

b. Table A1A describes the requirements 

for the indicated level of FFS. Many devices 

include operational systems or functions that 

exceed the requirements outlined in this 

section. However, all systems will be tested 

and evaluated in accordance with this 

appendix to ensure proper operation. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

2. Discussion 

a. This attachment describes the general 

simulator requirements for qualifying an 

airplane FFS. The sponsor should also 

consult the objective tests in Attachment 2 of 

this appendix and the examination of 

functions and subjective tests listed in 

Attachment 3 of this appendix 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. 

(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 FFS 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 

lllllllllllllllllllll

TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

1. General Flight deck Configuration. 

1.a. ...... The simulator must have a flight deck that is a 

replica of the airplane simulated with controls, 

equipment, observable flight deck indicators, 

circuit breakers, and bulkheads properly located, functionally accurate and replicating 

the airplane. The direction of movement of 

controls and switches must be identical to the 

airplane. Pilot seats must allow the occupant 

to achieve the design ‘‘eye position’’ established for the airplane being simulated. Equipment for the operation of the flight deck windows must be included, but the actual windows need not be operable. Additional equipment such as fire axes, extinguishers, and 

spare light bulbs must be available in the 

FFS but may be relocated to a suitable location as near as practical to the original position. Fire axes, landing gear pins, and any 

similar purpose instruments need only be represented in silhouette.

X X X X For simulator purposes, the flight deck consists of all that space 

forward of a cross section of the flight deck at the most extreme aft setting of the pilots’ seats, including additional required crewmember duty stations and those required bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, and aircraft document pouches are not considered essential and 

may be omitted. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

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

result in observable flight deck indications 

must be properly located and functionally accurate.

X X X X 

2. Programming. 

2.a. ...... A flight dynamics model that accounts for various combinations of drag and thrust normally 

encountered in flight must correspond to actual flight conditions, including the effect of 

change in airplane attitude, thrust, drag, altitude, temperature, gross weight, moments of 

inertia, center of gravity location, and configuration.

An SOC is required 

X X X X 

2.b. ...... The simulator must have the computer capacity, 

accuracy, resolution, and dynamic response 

needed to meet the qualification level sought.

An SOC is required. 

X X X X 

2.c. ...... Surface operations must be represented to the 

extent that allows turns within the confines of 

the runway and adequate controls on the 

landing and roll-out from a crosswind approach to a landing.

X 

2.d. ...... Ground handling and aerodynamic programming must include the following: 

2.d.1. ... Ground effect ...................................................... X X X Ground effect includes modeling that accounts for roundout, 

flare, touchdown, lift, drag, pitching moment, trim, and power 

while in ground effect. 

2.d.2. ... Ground reaction .................................................. X X X Ground reaction includes modeling that accounts for strut deflections, tire friction, and side forces. This is the reaction of 

the airplane upon contact with the runway during landing, and 

may differ with changes in factors such as gross weight, airspeed, or rate of descent on touchdown. 

2.d.3. ... Ground handling characteristics, including aerodynamic and ground reaction modeling including steering inputs, operations with crosswind, braking, thrust reversing, deceleration, 

and turning radius.

X X X 

2.e. ...... If the aircraft being simulated is one of the aircraft listed in § 121.358, Low-altitude 

windshear system equipment requirements, 

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. 

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

training by meeting these standards; see Attachment 5 of this 

appendix. Windshear models may consist of independent 

variable winds in multiple simultaneous components. The 

FAA Windshear Training Aid presents one acceptable means 

of compliance with simulator wind model requirements. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

The QTG must reference the FAA Windshear 

Training Aid or present alternate airplane related data, including the implementation 

method(s) used. If the alternate method is selected, wind models from the Royal Aerospace Establishment (RAE), the Joint Airport 

Weather Studies (JAWS) Project and other 

recognized sources may be implemented, but 

must be supported and properly referenced in 

the QTG. Only those simulators meeting 

these requirements may be used to satisfy 

the training requirements of part 121 pertaining to a certificate holder’s approved lowaltitude windshear flight training program as 

described in § 121.409.

2.f. ....... The simulator must provide for manual and 

automatic testing of simulator hardware and 

software programming to determine compliance with simulator objective tests as prescribed in Attachment 2 of this appendix.

An SOC is required. 

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

2.g. ...... Relative responses of the motion system, visual 

system, and flight deck instruments, measured by latency tests or transport delay tests. 

Motion onset should occur before the start of 

the visual scene change (the start of the scan 

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

the scan of that video field. Instrument response may not occur prior to motion onset. 

Test results must be within the following limits: 

The intent is to verify that the simulator provides instrument, 

motion, and visual cues that are, within the stated time 

delays, like the airplane responses. For airplane response, 

acceleration in the appropriate, corresponding rotational axis 

is preferred. 

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

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

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

following runway conditions: 

X X 

(1) Dry.

(2) Wet.

(3) Icy.

(4) Patchy Wet.

(5) Patchy Icy.

(6) Wet on Rubber Residue in Touchdown Zone.

An SOC is required. 

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

(1) brake and tire failure dynamics, including 

antiskid failure.

(2) decreased brake efficiency due to high 

brake temperatures, if applicable.

An SOC is required. 

X X Simulator pitch, side loading, and directional control characteristics should be representative of the airplane. 

2.j. ....... The simulator must replicate the effects of airframe and engine icing.X X 

2.k. ...... The aerodynamic modeling in the simulator 

must include: 

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

(2) Mach effect at high altitude; ..........................

(3) Normal and reverse dynamic thrust effect on 

control surfaces; 

X See Attachment 2 of this appendix, paragraph 5, for further information on ground effect. 

(4) Aeroelastic representations; and 

(5) Nonlinearities due to sideslip. 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

An SOC is required and must include references to computations of aeroelastic representations and of nonlinearities due to sideslip. 

2.l. ....... The simulator must have aerodynamic and 

ground reaction modeling for the effects of reverse thrust on directional control, if applicable.

An SOC is required. 

X X X 

3. Equipment Operation. 

3.a. ...... All relevant instrument indications involved in 

the simulation of the airplane must automatically respond to control movement or external 

disturbances to the simulated airplane; e.g., 

turbulence or windshear. Numerical values 

must be presented in the appropriate units.

X X X X 

3.b. ...... Communications, navigation, caution, and warning equipment must be installed and operate 

within the tolerances applicable for the airplane.

X X X X See Attachment 3 of this appendix for further information regarding long-range navigation equipment. 

3.c. ...... Simulated airplane systems must operate as 

the airplane systems operate under normal, 

abnormal, and emergency operating conditions on the ground and in flight.

X X X X 

3.d. ...... The simulator must provide pilot controls with 

control forces and control travel that correspond to the simulated airplane. The simulator must also react in the same manner as 

in the airplane under the same flight conditions.

X X X X 

3.e. ...... Simulator control 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.

X X 

4. Instructor or Evaluator Facilities. 

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

the simulator must have at least two suitable 

seats for the instructor/check airman and FAA 

inspector. These seats must provide adequate vision to the pilot’s panel and forward 

windows. All seats other than flight crew 

seats need not represent those found in the 

airplane, but must be adequately secured to 

the floor and equipped with similar positive 

restraint devices. 

X X X X The NSPM will consider alternatives to this standard for additional seats based on unique flight deck configurations. 

4.b. ...... The simulator must have controls that enable 

the instructor/evaluator to control all required 

system variables and insert all abnormal or 

emergency conditions into the simulated airplane systems as described in the sponsor’s 

FAA-approved training program; or as described in the relevant operating manual as 

appropriate. 

X X X X 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

4.c. ...... The simulator must have instructor controls for 

all environmental effects expected to be available at the IOS; e.g., clouds, visibility, icing, 

precipitation, temperature, storm cells, and 

wind speed and direction.

X X X X 

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

evaluator the ability to present ground and air 

hazards.

X X For example, another airplane crossing the active runway or 

converging airborne traffic. 

5. Motion System. 

5.a. ...... The simulator must have motion (force) cues 

perceptible to the pilot that are representative 

of the motion in an airplane.

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

of descent (RoD) of the simulated airplane. 

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

of freedom (at least pitch, roll, and heave).

An SOC is required. 

X X 

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

equivalent to those of a six-degrees-of-freedom, synergistic platform motion system (i.e., 

pitch, roll, yaw, heave, sway, and surge).

An SOC is required. 

X X 

5.d. ...... The simulator must provide for the recording of 

the motion system response time.

An SOC is required. 

X X X X 

5.e. ...... The simulator must provide motion effects programming to include: X X X 

(1) Thrust effect with brakes set. 

(2) Runway rumble, oleo deflections, effects of 

ground speed, uneven runway, centerline 

lights, and taxiway characteristics. 

(3) Buffets on the ground due to spoiler/ 

speedbrake extension and thrust reversal. 

(4) Bumps associated with the landing gear. 

(5 O=’xl’) 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. 

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

the airplane if the vibration marks an event or 

airplane state that can be sensed in the flight 

deck.

X The simulator should be programmed and instrumented in such 

a manner that the characteristic buffet modes can be measured and compared to airplane data. 

6. Visual System. 

6.a. ...... The simulator must have a visual system providing an out-of-the-flight deck view.X X X X 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

6.b. ...... The simulator must provide a continuous collimated field-of-view of at least 45° horizontally and 30° 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.

An SOC is required and must explain the system geometry measurements including system linearity and field-of-view. 

X X Additional field-of-view capability may be added at the sponsor’s discretion provided the minimum fields of view are retained. 

6.c. ...... (Reserved).

6.d. ...... The simulator must provide a continuous collimated visual field-of-view of at least 176° 

horizontally and 36° vertically or the number 

of degrees necessary to meet 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.

An SOC is required and must explain the system geometry measurements including system linearity and field-of-view. 

X X The horizontal field-of-view is traditionally described as a 180° 

field-of-view. However, the field-of-view is technically no less 

than 176°. Additional field-of-view capability may be added at 

the sponsor’s discretion provided the minimum fields-of-view 

are retained. 

6.e. ...... The visual system must be free from optical discontinuities and artifacts that create non-realistic cues.X X X X Non-realistic cues might include image ‘‘swimming’’ and image 

‘‘roll-off,’’ that may lead a pilot to make incorrect assessments 

of speed, acceleration, or situational awareness. 

6.f. ....... The simulator must have operational landing 

lights for night scenes. Where used, dusk (or 

twilight) scenes require operational landing 

lights.

X X X X 

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. 

X X X X 

6.h. ...... The simulator must provide visual system compatibility with dynamic response programming.X X X X 

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

the ground visible from the simulator flight 

deck is the same as from the airplane flight 

deck (within established tolerances) when at 

the correct airspeed, in the landing configuration, at the appropriate height above the 

touchdown zone, and with appropriate visibility.

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

localizer for a given weight, configuration, and speed within 

the airplane’s operational envelope for a normal approach 

and landing. 

6.j. ....... The simulator must 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. 

X X X 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

6.k. ...... The simulator must provide for accurate portrayal of the visual environment relating to the 

simulator attitude.

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

and roll of the horizon as displayed in the visual scene compared to the display on the attitude indicator. 

6.l. ....... The simulator must provide for quick confirmation of visual system color, RVR, focus, and 

intensity.

An SOC is required. 

X X 

6.m. ..... The simulator must be capable of producing at 

least 10 levels of occulting.

X X 

6.n. ...... Night Visual Scenes. When used in training, 

testing, or checking activities, the simulator 

must provide night visual scenes with sufficient scene content to recognize the airport, 

the terrain, and major landmarks around the 

airport. The scene content must allow a pilot 

to successfully accomplish a visual landing. 

Scenes must include a definable horizon and 

typical terrain characteristics such as fields, 

roads and bodies of water and surfaces illuminated by airplane landing lights.

X X X X 

6.o. ...... Dusk (or Twilight) Visual Scenes. When used in 

training, testing, or checking activities, the 

simulator must provide dusk (or twilight) visual scenes with sufficient scene content to 

recognize the airport, the terrain, and major 

landmarks around the airport. The scene content must allow a pilot to successfully accomplish a visual landing. 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. 

X X 


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TABLE A1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

QPS requirements Simulator levels Information 

Entry 

No. General simulator requirements A B C D Notes 

6.p. ...... Daylight Visual Scenes. The simulator must 

provide daylight visual scenes with sufficient 

scene content to recognize the airport, the 

terrain, and major landmarks around the airport. The scene content must allow a pilot to 

successfully accomplish a visual landing. Any 

ambient lighting must not ‘‘washout’’ the displayed visual scene. Total 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 and distracting quantization and 

other distracting visual effects while the simulator is in motion.

An SOC is required. 

X X 

6.q. ...... The simulator must provide operational visual 

scenes that portray physical relationships 

known to cause landing illusions to pilots.

X X For example: short runways, landing approaches over water, 

uphill or downhill runways, rising terrain on the approach 

path, unique topographic features. 

6.r. ....... The simulator must provide special weather 

representations of light, medium, and heavy 

precipitation near a thunderstorm on takeoff 

and during approach and landing. Representations need only be presented at and below 

an altitude of 2,000 ft. (610 m) above the airport surface and within 10 miles (16 km) of 

the airport.

X X 

6.s. ...... The simulator must present visual scenes of 

wet and snow-covered runways, including 

runway lighting reflections for wet conditions, 

partially obscured lights for snow conditions, 

or suitable alternative effects.

X X 

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

directionality of all airport lighting.

X X 

7. Sound System. 

7.a. ...... The simulator must provide flight deck sounds 

that result from pilot actions that correspond 

to those that occur in the airplane.

X X X X 

7.b. ...... The volume control must have an indication of 

sound level setting which meets all qualification requirements..

X X X X 

7.c. ...... The simulator must accurately simulate the 

sound of precipitation, windshield wipers, and 

other significant airplane 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 and thrust reversal 

sounds; and the sounds of flap, gear, and 

spoiler extension and retraction.

An SOC is required. 

X X 

7.d. ...... The simulator 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 

airplane, and be made a part of the QTG.

X 


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TABLE A1B.—TABLE OF TASKS VS. SIMULATOR LEVEL

QPS requirements Information 

Entry 

No. 

Subjective requirements 

In order to be qualified at the simulator qualification level indicated, the 

simulator must be able to perform at least the tasks associated with that 

level of qualification. 

Simulator levels 

Notes 

A B C D 

1. Preflight Procedures 

1.a. ...... Preflight Inspection (flight deck only) ............................................................ X X X X 

1.b. ...... Engine Start ................................................................................................... X X X X 

1.c. ....... Taxiing ........................................................................................................... R X X 

1.d. ...... Pre-takeoff Checks ........................................................................................ X X X X 

2. Takeoff and Departure Phase 

2.a. ...... Normal and Crosswind Takeoff R X X 

2.b. ...... Instrument Takeoff ......................................................................................... X X X X 

2.c. ....... Engine Failure During Takeoff ....................................................................... A X X X 

2.d. ...... Rejected Takeoff ............................................................................................ X X X X 

2.e. ...... Departure Procedure ..................................................................................... X X X X 

3. Inflight Maneuvers 

3.a. ...... Steep Turns ................................................................................................... X X X X

3.b. ...... Approaches to Stalls ...................................................................................... X X X X 

3.c. ....... Engine Failure—Multiengine Airplane ........................................................... X X X X 

3.d. ...... Engine Failure—Single-Engine Airplane ....................................................... X X X X 

3.e. ...... Specific Flight Characteristics incorporated into the user’s FAA approved 

flight training program.

A A A A 

3.f. ....... Recovery From Unusual Attitudes ................................................................. X X X X Within the normal flight envelope 

supported by applicable simulation 

validation data. 

4. Instrument Procedures 

4.a. ...... Standard Terminal Arrival/Flight Management System Arrivals Procedures X X X X 

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 Inoperative ................................................................................. X X X X e.g., Manual (Flt. Dir. Assisted), 

Manual (Raw Data). 

4.d. ...... Non-Precision Instrument Approach .............................................................. X X X X e.g., NDB, VOR, VOR/DME, VOR/ 

TAC, RNAV, LOC, LOC/BC, ADF, 

and SDF. 

4.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 Inoperative ................................................................................. X X X X 

5. Landings and Approaches to Landings 

5.a. ...... Normal and Crosswind Approaches and Landings ....................................... R X X 


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TABLE A1B.—TABLE OF TASKS VS. SIMULATOR LEVEL—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

In order to be qualified at the simulator qualification level indicated, the 

simulator must be able to perform at least the tasks associated with that 

level of qualification. 

Simulator levels 

Notes 

A B C D 

5.b. ...... Landing From a Precision/Non-Precision Approach ..................................... R X X 

5.c. ....... Approach and Landing with (Simulated) Engine Failure—Multiengine Airplane..... R X X 

5.d. ...... Landing From Circling Approach ................................................................... R X X 

5.e. ...... Rejected Landing ........................................................................................... X X X X 

5.f. ....... Landing From a No Flap or a Nonstandard Flap Configuration Approach ... R X X 

6. Normal and Abnormal Procedures 

6.a. ...... Engine (including shutdown and restart) ....................................................... X X X X 

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 Pressurization Systems .................................................. X X X X 

6.f. ....... Fire Detection and Extinguisher Systems ..................................................... X X X X 

6.g. ...... Navigation and Avionics Systems ................................................................. X X X X 

6.h. ...... Automatic Flight Control System, Electronic Flight Instrument System, and 

Related Subsystems.

X X X X 

6.i. ........ Flight Control Systems .................................................................................. X X X X 

6.j. ........ Anti-ice and Deice Systems .......................................................................... X X X X 

6.k. ....... Aircraft and Personal Emergency Equipment ............................................... X X X X 

7. Emergency Procedures 

7.a. ...... Emergency Descent (Max. Rate) .................................................................. X X X X 

7.b. ...... Inflight Fire and Smoke Removal .................................................................. X X X X 

7.c. ....... Rapid Decompression ................................................................................... X X X X 

7.d. ...... Emergency Evacuation .................................................................................. X X X X 

8. Postflight Procedures 

8.a. ...... After-Landing Procedures .............................................................................. X X X X 

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 continuing qualification 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

QPS requirements Information 

Entry 

No. 

Subjective requirements 

In order to be qualified at the simulator qualification level indicated, the 

simulator must be able to perform at least the tasks associated with that 

level of qualification. 

Simulator levels 

Notes 

A B C D 

1. Instructor Operating Station (IOS), as appropriate 

1.a. ...... Power switch(es) ........................................................................................... X X X X 


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TABLE A1C.—TABLE OF SIMULATOR SYSTEM TASKS—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

In order to be qualified at the simulator qualification level indicated, the 

simulator must be able to perform at least the tasks associated with that 

level of qualification. 

Simulator levels 

Notes 

A B C D 

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 malfunctions (Insertion/deletion) ......................................... X X X X 

1.f. ....... Locks, Freezes, and Repositioning ............................................................... X X X X 

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 

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

Attachment 2 to Appendix A to Part 60—FFS 

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. 

TABLE OF CONTENTS—Continued 

Paragraph 

No. Title 

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. 

lllllllllllllllllllll

Begin Information 

1. Introduction 

a. For the purposes of this attachment, the 

flight conditions specified in the Flight 

Conditions Column of Table A2A of this 

appendix, 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 AC 25–7, as amended, Flight Test Guide 

for Certification of Transport Category 

Airplanes, and AC 23–8, as 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. 


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End Information 

lllllllllllllllllllll

Begin QPS Requirements 

2. Test Requirements 

a. The ground and flight tests required for 

qualification are listed in Table A2A, FFS 

Objective Tests. Computer generated 

simulator test results must be provided for 

each test except where an alternative test is 

specifically authorized by the NSPM. If a 

flight condition or operating condition is 

required for the test but does not apply to the 

airplane being simulated or to the 

qualification level sought, it may be 

disregarded (e.g., an engine out missed 

approach for a single-engine airplane or a 

maneuver using reverse thrust for an airplane 

without reverse thrust capability). Each test 

result is compared against the validation data 

described in § 60.13 and in this appendix. 

Although use of a driver program designed to 

automatically accomplish the tests is 

encouraged for all simulators and required 

for Level C and Level D simulators, it must 

be possible to conduct each test manually 

while recording all appropriate parameters. 

The results must be produced on an 

appropriate recording device acceptable to 

the NSPM and must include simulator 

number, date, time, conditions, tolerances, 

and appropriate dependent variables 

portrayed in comparison to the validation 

data. Time histories are required unless 

otherwise indicated in Table A2A. All results 

must be labeled using the tolerances and 

units given. 

b. Table A2A in this attachment sets out 

the test results required, including the 

parameters, tolerances, and flight conditions 

for simulator validation. Tolerances are 

provided for the listed tests because 

mathematical modeling and acquisition and 

development of reference data are often 

inexact. All tolerances listed in the following 

tables are applied to simulator performance. 

When two tolerance values are given for a 

parameter, the less restrictive may be used 

unless otherwise indicated. In those cases 

where a tolerance is expressed only as a 

percentage, the tolerance percentage applies 

to the maximum value of that parameter 

within its normal operating range as 

measured from the neutral or zero position 

unless otherwise indicated. 

c. Certain tests included in this attachment 

must be supported with an 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. 

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 manufacturer’s engines) additional tests 

with the alternative engine models may be 

required. This attachment contains 

guidelines for alternative engines. 

j. For testing Computer Controlled Aircraft 

(CCA) simulators, or other highly augmented 

airplane simulators, flight test data is 

required for the Normal (N) and/or Nonnormal (NN) control states, as indicated in 

this attachment. Where test results are 

independent of control state, Normal or Nonnormal control data may be used. All tests in 

Table A2A require test results in the Normal 

control state unless specifically noted 

otherwise in the Test Details section 

following the CCA designation. The NSPM 

will determine what tests are appropriate for 

airplane simulation data. When making this 

determination, the NSPM may require other 

levels of control state degradation for specific 

airplane tests. Where Non-normal control 

states are required, test data must be 

provided for one or more Non-normal control 

states, and must include the least augmented 

state. Where applicable, flight test data must 

record Normal and Non-normal states for: 

(1) Pilot controller deflections or 

electronically generated inputs, including 

location of input; and 

(2) Flight control surface positions unless 

test results are not affected by, or are 

independent of, surface positions. 

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, see 

Appendix F of this part for the definitions of 

‘‘Near maximum,’’ ‘‘Light,’’ and ‘‘Medium’’

gross weight. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

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 should exist from 4 seconds prior 

to, through 1 second following, the instant of 

time captured by the snap shot. 

o. For references on basic operating weight, 

see AC 120–27, ‘‘Aircraft Weight and 

Balance;’’ and FAA–H–8083–1, ‘‘Aircraft 

Weight and Balance Handbook.’’

End Information 

lllllllllllllllllllll


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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

1. Performance. 

1.a. ..................... Taxi. 

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

airplane turn radius.

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

Nose gear turning 

radius. This test is to 

be accomplished 

without the use of 

brakes and only minimum thrust, except 

for airplanes requiring asymmetric 

thrust or braking to 

turn.

X X X 

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

Nosewheel Steering 

Angle (NWA).

±10% or ±2°/sec. turn 

rate.

Ground ........................ Record a minimum of 

two speeds, greater 

than minimum turning radius speed, 

with a spread of at 

least 5 knots groundspeed, in normal taxi 

speed conditions.

X X X 

1.b. ..................... Takeoff. All commonly used 

takeoff flap settings 

are to be demonstrated at least 

once in the tests for 

minimum unstick 

(1.b.3.), normal takeoff (1.b.4.), critical 

engine failure on 

takeoff (1.b.5.), or 

crosswind takeoff 

(1.b.6.).

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

Time and Distance.

±5% time and distance 

or ±5% time and 

±200 ft (61 m) of distance.

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

time and distance for 

a minimum of 80% 

of the time from 

brake release to VR.

Preliminary aircraft certification data may 

be used. 

X X X X May be combined with 

normal takeoff 

(1.b.4.) or rejected 

takeoff (1.b.7.). Plotted data should be 

shown using appropriate scales for 

each portion of the 

maneuver. 

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

Speed¥ground 

(Vmcg) using aerodynamic controls 

only (per applicable 

airworthiness standard) or alternative 

low speed engine inoperative test to 

demonstrate ground 

control characteristics.

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

m). Additionally, for 

those simulators of 

airplanes with reversible flight control 

systems: Rudder 

pedal force; ±10% or 

±5 lb (2.2 daN).

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

must be within ±1 

knot of airplane engine failure speed. 

Engine thrust decay 

must be that resulting from the mathematical model for the 

engine variant applicable to the FFS 

under test. If the 

modeled engine is 

not the same as the 

airplane manufacturer’s flight test engine, a further test 

may be run with the 

same initial conditions using the thrust 

from the flight test 

data as the driving 

parameter.

X X X X If a Vmcg test is not 

available an acceptable alternative is a 

flight test snap engine deceleration to 

idle at a speed between V1 and V1

¥10 knots, followed 

by control of heading 

using aerodynamic 

control only. Recovery should be 

achieved with the 

main gear on the 

ground. To ensure 

only aerodynamic 

control is used, 

nosewheel steering 

should be disabled 

(i.e., castored) or the 

nosewheel held 

slightly off the 

ground. 


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26510 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

Speed (Vmu) or 

equivalent test to 

demonstrate early 

rotation takeoff characteristics.

±3 kts airspeed ±1.5° 

pitch angle.

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

gear strut compression or equivalent 

air/ground signal. 

Record from 10 kt 

before start of rotation until at least 5 

seconds after the occurrence of main 

gear lift-off.

X X X X Vmu is defined as the 

minimum speed at 

which the last main 

landing gear leaves 

the ground. Main 

landing gear strut 

compression or 

equivalent air/ground 

signal should be recorded. If a Vmu test 

is not available, alternative acceptable 

flight tests are a constant high-attitude 

take-off run through 

main gear lift-off or 

an early rotation 

take-off. 

1.b.4. .................. Normal Takeoff ........... ±3 kts airspeed ±1.5° 

pitch angle ±1.5° 

angle of attack ±20 ft 

(6 m) height. Additionally, for those 

simulators of airplanes with reversible flight control systems: Stick/Column 

Force; ±10% or ±5 lb 

(2.2 daN).

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

from brake release 

to at least 200 ft (61 

m) above ground 

level (AGL). If the 

airplane has more 

than one certificated 

takeoff configurations, a different configuration must be 

used for each 

weight. Data are required for a takeoff 

weight at near maximum takeoff weight 

with a mid-center of 

gravity and for a light 

takeoff weight with 

an aft center of gravity, as defined in Appendix F of this part.

X X X X This test may be used 

for ground acceleration time and distance (1.b.1.). Plotted data should be 

shown using appropriate scales for 

each portion of the 

maneuver. 

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

on Takeoff.

±3 kts airspeed ±1.5° 

pitch angle, ±1.5° 

angle of attack, ±20 

ft (6 m) height, ±3° 

heading angle, ±2° 

bank angle, ±2° 

sideslip angle. Additionally, for those 

simulators of airplanes with reversible flight control systems: Stick/Column 

Force; ±10% or ±5 lb 

(2.2 daN)); Wheel 

Force; ±10% or ±3 lb 

(1.3 daN); and Rudder Pedal Force; 

±10% or ±5 lb (2.2 

daN).

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

at near maximum 

takeoff weight from 

prior to engine failure to at least 200 ft 

(61 m) AGL. Engine 

failure speed must 

be within ±3 kts of 

airplane data.

X X X X 


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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

pitch angle, ±1.5° 

angle of attack, ±20 

ft (6 m) height, ±2° 

bank angle, ±2° 

sideslip angle; ±3° 

heading angle. Correct trend at 

groundspeeds below 

40 kts. for rudder/ 

pedal and heading. 

Additionally, for 

those simulators of 

airplanes with reversible flight control 

systems: ±10% or ±5 

lb (2.2 daN) stick/ 

column force, ±10% 

or ±3 lb (1.3 daN) 

wheel force, ±10% 

or ±5 lb (2.2 daN) 

rudder pedal force.

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

from brake release 

to at least 200 ft (61 

m) AGL. Requires 

test data, including 

information on wind 

profile for a crosswind (expressed as 

direct head-wind and 

direct cross-wind 

components) of at 

least 60% of the 

maximum wind 

measured at 33 ft 

(10 m) above the 

runway.

X X X X In those situations 

where a maximum 

crosswind or a maximum demonstrated 

crosswind is not 

known, contact the 

NSPM. 

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

±7.5% distance or 

±250 ft (±76 m).

Takeoff ........................ Record time and distance from brake release to full stop. 

Speed for initiation 

of the reject must be 

at least 80% of V1

speed. The airplane 

must be at or near 

the maximum takeoff 

gross weight. Use 

maximum braking effort, auto or manual.

X X X X Autobrakes will be 

used where applicable. 

1.b.8. .................. Dynamic Engine Failure After Takeoff.±20% or ±2°/sec body 

angular rates.

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

must be within ±3 

Kts of airplane data. 

Record Hands Off 

from 5 secs. before 

to at least 5 secs. 

after engine failure 

or 30° Bank, whichever occurs first. Engine failure may be a 

snap deceleration to 

idle. CCA: Test in 

Normal and Non-normal control state.

X X For safety considerations, airplane flight 

test may be performed out of ground 

effect at a safe altitude, but with correct 

airplane configuration and airspeed. 

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

1.c.1. .................. Normal Climb, all engines operating.±3 kts airspeed, ±5% 

or ±100 FPM (0.5 m/ 

Sec.) climb rate.

Clean ........................... Flight test data is preferred, however, airplane performance 

manual data is an 

acceptable alternative. Record at 

nominal climb speed 

and mid-initial climb 

altitude. Flight simulator performance 

must be recorded 

over an interval of at 

least 1,000 ft. (300 

m).

X X X X 


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26512 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

or ±100 FPM (0.5 m/ 

Sec.) climb rate, but 

not less than the 

climb gradient requirements of 14 

CFR part 23 or part 

25, as appropriate.

For part 23 airplanes, 

in accordance with 

part 23. For part 25 

airplanes, Second 

Segment Climb.

Flight test data is preferred, however, airplane performance 

manual data is an 

acceptable alternative. Test at 

weight, altitude, or 

temperature limiting 

conditions. Record at 

nominal climb speed. 

Flight simulator performance must be 

recorded over an interval of at least 

1,000 ft. (300 m). 

X X X X 

1.c.3. .................. One Engine Inoperative En route Climb.±10% time, ±10% distance, ±10% fuel 

used.

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

least a 5000 ft (1550 

m) climb segment. 

Flight test data or 

airplane performance 

manual data may be 

used.

X X 

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

Climb (if operations 

in icing conditions 

are authorized).

±3 kts airspeed, ±5% 

or ±100 FPM (0.5 m/ 

Sec.) climb rate, but 

not less than the 

climb gradient requirements of 14 

CFR parts 23 or 25 

climb gradient, as 

appropriate.

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

maximum gross 

landing weight as 

defined in Appendix 

F of this part. Flight 

test data or airplane 

performance manual 

data may be used. 

Flight simulator performance must be 

recorded over an interval of at least 

1,000 ft. (300 m).

X X X X The airplane should be 

configured with all 

anti-ice and de-ice 

systems operating 

normally, with the 

gear up and goaround flaps set. All 

icing accountability 

considerations 

should be applied in 

accordance with the 

aircraft certification 

or authorization for 

an approach in icing 

conditions. 

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

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

minimum of 50 kts 

speed increase 

using maximum continuous thrust rating 

or equivalent.

X X X X 

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

minimum of 50 kts. 

speed decrease 

using idle power.

X X X X 

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

N1, or ±5% of 

Torque, ±5% of fuel 

flow.

Cruise .......................... May be a single snapshot showing instantaneous fuel flow or 

a minimum of 2 consecutive snapshots 

with a spread of at 

least 3 minutes in 

steady flight.

X X 

1.d.4. .................. Idle descent ................ ±3 kt airspeed, ±5% or 

±200 ft/min (1.0m/ 

sec) descent rate.

Clean ........................... Record a stabilized, 

idle power descent 

at normal descent 

speed at mid-altitude. Flight simulator 

performance must 

be recorded over an 

interval of at least 

1,000 ft. (300 m).

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26513 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

1.d.5. .................. Emergency descent .... ±5 kt airspeed, ±5% or 

±300 ft/min (1.5m/s) 

descent rate.

N/A .............................. Performance must be 

recorded over an interval of at least 

3,000 ft (900 m).

X X X X The stabilized descent 

should be conducted 

with speed brakes 

extended, if applicable, at mid-altitude 

and near Vmo speed 

or in accordance 

with emergency descent procedures. 

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

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

application of wheel 

brakes and no reverse thrust on a dry 

runway.

±5% of time. For distance up to 4000 ft 

(1220 m): ±200 ft 

(61 m) or ±10%, 

whichever is smaller. 

For distance greater 

than 4000 ft (1220 

m): ±5% of distance.

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

80% of the total time 

from touch down to 

full stop. Data is required for weights at 

medium and near 

maximum landing 

weights. Data for 

brake system pressure and position of 

ground spoilers (including method of 

deployment, if used) 

must be provided. 

Engineering data 

may be used for the 

medium gross 

weight condition.

X X X X 

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

thrust and no wheel 

brakes on a dry runway.

±5% time and the 

smaller of ±10% or 

±200 ft (61 m) of distance.

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

80% of the total time 

from initiation of reverse thrust to the 

minimum operating 

speed with full reverse thrust. Data is 

required for medium 

and near maximum 

landing gross 

weights. Data on the 

position of ground 

spoilers, (including 

method of deployment, if used) must 

be provided. Engineering data may be 

used for the medium 

gross weight condition.

X X X X 

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

using wheel brakes 

and no reverse 

thrust on a wet runway.

±10% of distance or 

±200 ft (61 m).

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

manufacturer’s performance manual 

data must be used 

where available. Engineering data based 

on dry runway flight 

test stopping distance modified by 

the effects of contaminated runway 

braking coefficients 

are an acceptable alternative.

X X 


sroberts on PROD1PC70 with RULES
26514 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

using wheel brakes 

and no reverse 

thrust on an icy runway.

±10% of distance or 

±200 ft (61 m).

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

manufacturer’s performance manual 

data must be used, 

where available. Engineering data based 

on dry runway flight 

test stopping distance modified by 

the effects of contaminated runway 

braking coefficients 

are an acceptable alternative.

X X 

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

1.f.1. ................... Acceleration ................ (±10% Tt) and (±10% 

Ti, or ±0.25 sec.).

Approach or landing ... Record engine power 

(N1, N2, EPR, 

Torque) from flight 

idle to go-around 

power for a rapid 

(slam) throttle movement.

X X X X See Appendix F of this 

part for definitions of 

Ti and Tt. 

1.f.2. ................... Deceleration ................ (±10% Tt) and (±10% 

Ti, or ±0.25 sec.).

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

(N1, N2, EPR, 

Torque) from Max T/ 

O power to 90% 

decay of Max T/O 

power for a rapid 

(slam) throttle movement.

X X X X See Appendix F of this 

part for definitions of 

Ti and Tt. 

2. Handling Qualities. 

For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel, rudder pedal), 

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

MQTG shows both test fixture results and the results of an alternative approach, such as computer 

plots produced concurrently, that provide satisfactory agreement. Repeat of the alternative method 

during the initial or upgrade evaluation satisfies this test requirement. For initial and 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 FFS. 

Contact the NSPM for 

clarification of any 

issue regarding airplanes with reversible controls. 

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

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

Surface Position 

Calibration.

±2 lb (0.9 daN) breakout, ±10% or ±5 lb 

(2.2 daN) force, ±2° 

elevator.

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

uninterrupted control 

sweep to the stops.

X X X X Test results should be 

validated (where 

possible) with inflight data from tests 

such as longitudinal 

static stability or 

stalls. Static and dynamic flight control 

tests should be accomplished at the 

same feel or impact 

pressures. 

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

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

vs. Force and Surface Position Calibration.

±2 lb (0.9 daN) breakout, ±10% or ±3 lb 

(1.3 daN) force, ±2° 

aileron, ±3° spoiler 

angle.

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

uninterrupted control 

sweep to the stops.

X X X X Test results should be 

validated with inflight data from tests 

such as engine out 

trims, or steady state 

sideslips. Static and 

dynamic flight control 

tests should be accomplished at the 

same feel or impact 

pressures. 

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


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26515 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

vs. Force and Surface Position Calibration.

±5 lb (2.2 daN) breakout, ±10% or ±5 lb 

(2.2 daN) force, ±2° 

rudder angle.

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

uninterrupted control 

sweep to the stops.

X X X X Test results should be 

validated with inflight data from tests 

such as engine out 

trims, or steady state 

sideslips. Static and 

dynamic flight control 

tests should be accomplished at the 

same feel or impact 

pressures. 

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

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

Controller Force and 

Position Calibration.

±2 lb (0.9 daN) breakout, ±10% or ±3 lb 

(1.3 daN) force, ±2° 

nosewheel angle.

Ground ........................ Record results of an 

uninterrupted control 

sweep to the stops.

X X X X 

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

Calibration.

±2° nosewheel angle .. Ground ........................ Record results of an 

uninterrupted control 

sweep to the stops.

X X X X 

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

Surface Position 

Calibration.

±0.5° of computed trim 

surface angle.

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

is to compare FFS 

against design data 

or equivalent. 

2.a.7. .................. Pitch Trim Rate ........... ±10% trim rate (°/sec) Ground and approach The trim rate must be 

checked using the 

pilot primary trim 

(ground) and using 

the autopilot or pilot 

primary trim in flight 

at go-around flight 

conditions.

X X X X 

2.a.8. .................. Alignment of Flight 

Deck Throttle Lever 

vs. Selected Engine 

Parameter.

±5° of throttle lever 

angle, or ±3% N1, or 

±.03 EPR, or ±3% 

maximum rated 

manifold pressure, or 

±3% torque. For propeller-driven airplanes where the 

propeller control levers do not have angular travel, a tolerance of ±0.8 inch 

(±2 cm.) applies.

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

recording for all engines. The tolerances apply against 

airplane data and 

between engines. In 

the case of propeller 

powered airplanes, if 

a propeller lever is 

present, it must also 

be checked. For airplanes with throttle 

‘‘detents,’’ all detents 

must be presented. 

May be a series of 

snapshot test results.

X X X X 

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

vs. Force and Brake 

System Pressure 

Calibration.

±5 lb (2.2 daN) or 10% 

force, ±150 psi (1.0 

MPa) or ±10% brake 

system pressure.

Ground ........................ Hydraulic system pressure must be related 

to pedal position 

through a ground 

static test.

X X X X FFS computer output 

results may be used 

to show compliance. 

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 FFS. Power setting is that required for level flight unless otherwise specified. 

.... .... .... ....


sroberts on PROD1PC70 with RULES
26516 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.b.1. .................. Pitch Control ............... For underdamped systems: ±10% of time 

from 90% of initial 

displacement (0.9 

Ad) to first zero 

crossing and ±10 

(n+1)% of period 

thereafter. ±10% amplitude of first overshoot applied to all 

overshoots greater 

than 5% of initial displacement (.05 Ad). 

±1 overshoot (first 

significant overshoot 

must be matched). 

For overdamped 

systems: ±10% of 

time from 90% of initial displacement 

(0.9 Ad) to 10% of 

initial displacement 

(0.1 Ad). 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.

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both directions. Tolerances 

apply against the absolute values of 

each period (considered independently). 

Normal control displacement for this 

test is 25% to 50% 

of full throw or 25% 

to 50% of the maximum allowable pitch 

controller deflection 

for flight conditions 

limited by the maneuvering load envelope.

X X ‘‘n’’ is the sequential 

period of a full cycle 

of oscillation. Refer 

to paragraph 4 of 

this attachment for 

more information. 

Static and dynamic 

flight control tests 

should be accomplished at the same 

feel or impact pressures. 

2.b.2. .................. Roll Control ................. For underdamped systems: ±10% of time 

from 90% of initial 

displacement (0.9 

Ad) to first zero 

crossing, and ±10 

(n+1)% of period 

thereafter. ±10% amplitude of first overshoot, applied to all 

overshoots greater 

than 5% of initial displacement (.05 Ad), 

±1 overshoot (first 

significant overshoot 

must be matched). 

For overdamped 

systems: ±10% of 

time from 90% of initial displacement 

(0.9 Ad) to 10% of 

initial displacement 

(0.1Ad). 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.

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both directions. Tolerance applies against the absolute values of 

each period (considered independently). 

Normal control displacement for this 

test is 25% to 50% 

of the maximum allowable roll controller 

deflection for flight 

conditions limited by 

the maneuvering 

load envelope.

X X ‘‘n’’ is the sequential 

period of a full cycle 

of oscillation. Refer 

to paragraph 4 of 

this attachment for 

more information. 

Static and dynamic 

flight control tests 

should be accomplished at the same 

feel or impact pressures. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26517 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.b.3. .................. Yaw Control ................ For underdamped systems: ±10% of time 

from 90% of initial 

displacement (0.9 

Ad) to first zero 

crossing, and ±10 

(n+1)% of period 

thereafter. ±10% amplitude of first overshoot applied to all 

overshoots greater 

than 5% of initial displacement (.05 Ad). 

±1 overshoot (first 

significant overshoot 

must be matched). 

For overdamped 

systems: ±10% of 

time from 90% of initial displacement 

(0.9 Ad) to 10% of 

initial displacement 

(0.1 Ad). 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.

Takeoff, Cruise, and 

Landing.

Data must show normal control displacement in both directions. Tolerance applies against the absolute values of 

each period (considered independently). 

Normal control displacement for this 

test is 25% to 50% 

of the maximum allowable yaw controller deflection for 

flight conditions limited by the maneuvering load envelope.

X X ‘‘n’’ is the sequential 

period of a full cycle 

of oscillation. Refer 

to paragraph 4 of 

this attachment for 

more information. 

Static and dynamic 

flight control tests 

should be accomplished at the same 

feel or impact pressures. 

2.b.4. .................. Small Control Inputs—

Pitch.

±0.15°/sec body pitch 

rate or ±20% of peak 

body pitch rate applied throughout the 

time history.

Approach or landing ... Control inputs must be 

typical of minor corrections made while 

established on an 

ILS approach 

course, using from 

0.5°/sec to 2°/sec 

pitch rate. The test 

must be in both directions, showing 

time history data 

from 5 seconds before until at least 5 

seconds after initiation of control input.

CCA: Test in normal 

and non-normal control states. 

X X 


sroberts on PROD1PC70 with RULES
26518 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.b.5. .................. Small Control Inputs—

Roll.

±0.15°/sec body roll 

rate or ±20% of peak 

body roll rate applied 

throughout the time 

history.

Approach or landing ... Control inputs must be 

typical of minor corrections made while 

established on an 

ILS approach 

course, using from 

0.5°/sec to 2°/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. 

X X 

2.b.6. .................. Small Control Inputs—

Yaw.

±0.15°/sec body yaw 

rate or ±20% of peak 

body yaw rate applied throughout the 

time history.

Approach or landing ... Control inputs must be 

typical of minor corrections made while 

established on an 

ILS approach 

course, using from 

0.5°/sec to 2°/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. 

X X 

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

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

2.c.1. .................. Power Change Dynamics.±3 kt airspeed, ±100 ft 

(30 m) altitude, 

±20% or ±1.5° pitch 

angle.

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

the thrust setting required for approach 

or level flight to maximum continuous 

thrust or go-around 

power setting. 

Record the uncontrolled free response 

from at least 5 seconds before the 

power change is initiated to 15 seconds 

after the power 

change is completed.

CCA: Test in normal 

and non-normal control states. 

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26519 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.c.2. .................. Flap/Slat Change Dynamics.±3 kt airspeed, ±100 ft 

(30 m) altitude, 

±20% or ±1.5° pitch 

angle.

Takeoff through initial 

flap retraction, and 

approach to landing.

Record the uncontrolled free response 

from at least 5 seconds before the configuration change is 

initiated to 15 seconds after the configuration change is 

completed.

CCA: Test in normal 

and non-normal control states. 

X X X X 

2.c.3. .................. Spoiler/Speedbrake 

Change Dynamics.

±3 kt airspeed, ±100 ft 

(30 m) altitude, 

±20% or ±1.5° pitch 

angle.

Cruise .......................... Record the uncontrolled free response 

from at least 5 seconds before the configuration change is 

initiated to 15 seconds after the configuration change is 

completed. Record 

results for both extension and retraction.

CCA: Test in normal 

and non-normal control states. 

X X X X 

2.c.4. .................. Gear Change Dynamics.±3 kt airspeed, ±100 ft 

(30 m) altitude, 

±20% or ±1.5° pitch 

angle.

Takeoff (retraction), 

and Approach (extension).

Record the time history 

of uncontrolled free 

response for a time 

increment from at 

least 5 seconds before the configuration 

change is initiated to 

15 seconds after the 

configuration change 

is completed.

CCA: Test in normal 

and non-normal control states. 

X X X X 

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

angle, ±1° elevator, 

±1° pitch angle, ±5% 

net thrust or equivalent.

Cruise, Approach, and 

Landing.

Record steady-state 

condition with wings 

level and thrust set 

for level flight. May 

be a series of snapshot tests.

CCA: Test in normal or 

non-normal control 

states. 

X X X X 


sroberts on PROD1PC70 with RULES
26520 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.c.6. .................. Longitudinal Maneuvering Stability (Stick 

Force/g).

±5 lb (±2.2 daN) or 

±10% pitch controller 

force. Alternative 

method: ±1° or 

±10% change of elevator.

Cruise, Approach, and 

Landing.

Continuous time history data or a series 

of snapshot tests 

may be used. 

Record results up to 

30° of bank for approach and landing 

configurations. 

Record results for up 

to 45° of bank for 

the cruise configuration. The force tolerance is not applicable if forces are generated solely by the 

use of airplane hardware in the FFS. 

The alternative 

method applies to 

airplanes that do not 

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

CCA: Test in normal 

and non-normal control states.

X X X X 

2.c.7. .................. Longitudinal Static Stability.±5 lb (±2.2 daN) or 

±10% pitch controller 

force. Alternative 

method: ±1° or 

±10% change of elevator.

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

least 2 speeds 

above and 2 speeds 

below trim speed. 

May be a series of 

snapshot test results. The force tolerance is not applicable if forces are 

generated solely by 

the use of airplane 

hardware in the FFS. 

The alternative 

method applies to 

airplanes that do not 

exhibit speed stability characteristics.

CCA: Test in normal or 

non-normal control 

states. 

X X X X 

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

buffet, stall warning, 

and stall speeds. ±2° 

bank for speeds 

greater than stick 

shaker or initial buffet. Additionally, for 

those simulators with 

reversible flight control systems: ±10% 

or ±5 lb (2.2 daN) 

Stick/Column force 

(prior to ‘‘g break’’

only).

Second Segment 

Climb, and Approach 

or Landing.

The stall maneuver 

must be entered with 

thrust at or near idle 

power and wings 

level (1g). Record 

the stall warning signal and initial buffet, 

if applicable. Time 

history data must be 

recorded for full stall 

and initiation of recovery. The stall 

warning signal must 

occur in the proper 

relation to buffet/ 

stall. FFSs of airplanes exhibiting a 

sudden pitch attitude 

change or ‘‘g break’’

must demonstrate 

this characteristic.

CCA: Test in normal 

and non-normal control states. 

X X X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26521 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

time to 1⁄2 or double 

amplitude or ±.02 of 

damping ratio.

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

whichever is less of 

the following: Three 

full cycles (six overshoots after the input 

is completed), or the 

number of cycles 

sufficient to determine time to 1⁄2 or 

double amplitude.

CCA: Test in Non-normal control states 

X X X X 

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

±2°/sec pitch rate, 

±0.10g acceleration.

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

and Non-normal control states.

X X X X 

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

2.d. ..................... Lateral Directional Tests. 

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

2.d.1. .................. Minimum Control 

Speed, Air (Vmca or 

Vmcl), per Applicable 

Airworthiness Standard or Low Speed 

Engine Inoperative 

Handling Characteristics in the Air.

±3 kt airspeed. Takeoff or Landing 

(whichever is most 

critical in the airplane).

Takeoff thrust must be 

used on the operating engine(s). A 

time history or a series of snapshot 

tests may be used.

CCA: Test in Normal 

or Non-normal control state. 

X X X X Low Speed Engine Inoperative Handling 

may be governed by 

a performance or 

control limit that prevents demonstration 

of Vmca or Vmcl in the 

conventional manner. 

2.d.2. .................. Roll Response (Rate). ±10% or ±2°/sec roll 

rate. Additionally, for 

those simulators of 

airplanes with reversible flight control 

systems: ±10% or ±3 

lb (1.3 daN) wheel 

force.

Cruise, and Approach 

or Landing.

Record results for normal roll controller deflection (about onethird of maximum roll 

controller travel). 

May be combined 

with step input of 

flight deck roll controller test (2.d.3.).

X X X X 

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

Deck Roll Controller 

Step Input.

±10% or ±2° bank 

angle.

Approach or Landing .. Record from initiation 

of roll through 10 

seconds after control 

is returned to neutral 

and released. May 

be combined with 

roll response (rate) 

test (2.d.2).

CCA: Test in Normal 

and Non-normal control states 

X X X X With wings level, apply 

a step roll control 

input using approximately one-third of 

the roll controller 

travel. When reaching approximately 

20° to 30° of bank, 

abruptly return the 

roll controller to neutral and allow approximately 10 seconds of airplane free 

response. 

2.d.4. .................. Spiral Stability ............. Correct trend and ±2° 

or ±10% bank angle 

in 20 seconds. Alternate test requires 

correct trend and ±2° 

aileron.

Cruise, and Approach 

or Landing.

Record results for both 

directions. Airplane 

data averaged from 

multiple tests may 

be used. As an alternate test, demonstrate the lateral 

control required to 

maintain a steady 

turn with a bank 

angle of 28° to 32°.

CCA: Test in Non-normal control state 

X X X X 


sroberts on PROD1PC70 with RULES
26522 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.d.5. .................. Engine Inoperative 

Trim.

±1° rudder angle or 

±1° tab angle or 

equivalent pedal, ±2° 

sideslip angle.

Second Segment 

Climb, and Approach 

or Landing.

May be a series of 

snapshot tests.

X X X X The test should be performed in a manner 

similar to that for 

which a pilot is 

trained to trim an engine failure condition. Second segment climb test 

should be at takeoff 

thrust. Approach or 

landing test should 

be at thrust for level 

flight. 

2.d.6. .................. Rudder Response ....... ±2°/sec or ±10% yaw 

rate.

Approach or Landing .. Record results for stability augmentation 

system ON and 

OFF. A rudder step 

input of 20%–30% 

rudder pedal throw is 

used.

CCA: Test in Normal 

and Non-normal control states 

X X X X 

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

Damper OFF).

±0.5 sec or ±10% of 

period, ±10% of time 

to 1⁄2 or double amplitude or ±.02 of 

damping ratio. ±20% 

or ±1 sec of time difference between 

peaks of bank and 

sideslip.

Cruise, and Approach 

or Landing.

Record results for at 

least 6 complete cycles with stability 

augmentation OFF.

CCA: Test in Non-normal control state. 

X X X 

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

±1° sideslip angle, 

±10% or ±2° aileron, 

±10% or ±5° spoiler 

or equivalent roll, 

controller position or 

force. Additionally, 

for those simulators 

of airplanes with reversible flight control 

systems: ±10% or ±3 

lb (1.3 daN) wheel 

force ±10% or ±5 lb 

(2.2 daN) rudder 

pedal force.

Approach or Landing .. Use at least two rudder 

positions, one of 

which must be near 

maximum allowable 

rudder. Propeller 

driven airplanes 

must test in each direction. May be a 

series of snapshot 

test results.

X X X X 

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

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

pitch angle, ±1.5° 

angle of attack, 

±10% or ±10 ft (3 m) 

height. Additionally, 

for those simulators 

of airplanes with reversible flight control 

systems: ±10% or ±5 

lbs (±2.2 daN) stick/ 

column force.

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

minimum of 200 ft 

(61 m) AGL to 

nosewheel touchdown.

CCA: Test in Normal 

and Non-normal control states. 

X X X Tests should be conducted with two normal landing flap settings (if applicable). 

One should be at or 

near maximum certificated landing 

weight. The other 

should be at light or 

medium landing 

weight. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26523 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

pitch angle, ±1.5° 

angle of attack, 

±10% or ±10 ft (3 m) 

height. Additionally, 

for those simulators 

of airplanes with reversible flight control 

systems: ±10% or ±5 

lbs (2.2 daN) stick/ 

column force.

Minimum Certified 

Landing Flap Configuration.

Record results from a 

minimum of 200 ft 

(61 m) AGL to 

nosewheel touchdown with airplane 

at near Maximum 

Landing Weight.

X X 

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

pitch angle, ±1.5° 

angle of attack, 

±10% or ±10 ft (3 m) 

height ±2° bank 

angle, ±2° sideslip 

angle ±3° heading 

angle. Additionally, 

for those simulators 

of airplanes with reversible flight control 

systems: ±10% or ±3 

lb (1.3 daN) wheel 

force ±10% or ±5 lb 

(2.2 daN) rudder 

pedal force.

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

minimum of 200 ft 

(61 m) AGL, through 

nosewheel touchdown, to 50% decrease in main landing gear touchdown 

speed. Test data 

must include information on wind profile, for a crosswind 

(expressed as direct 

head-wind and direct 

cross-wind components) of 60% of the 

maximum wind 

measured at 33 ft 

(10 m) above the 

runway.

X X X In those situations 

where a maximum 

crosswind or a maximum demonstrated 

crosswind is not 

known, contact the 

NSPM. 

2.e.4. .................. One Engine Inoperative Landing.±3 kt airspeed, ±1.5° 

pitch angle, ±1.5° 

angle of attack, 

±10% height or ±10 

ft (3 m); ±2° bank 

angle, ±2° sideslip 

angle, ±3° heading.

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

minimum of 200 ft 

(61 m) AGL, through 

nosewheel touchdown, to 50% decrease in main landing gear touchdown 

speed or less.

X X X 

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

height, ±0.5 sec Tf, 

or ±10%Tf, ±140 ft/ 

min (0.7 m/sec) rate 

of descent at touchdown. ±10 ft (3 m) 

lateral deviation during rollout.

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

rollout guidance, 

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

speed or less. Time 

of autopilot flare 

mode engage and 

main gear touchdown must be noted.

X X X See Appendix F of this 

part for definition of 

Tf. 

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

autopilot, go around.

±3 kt airspeed, ±1.5° 

pitch angle, ±1.5° 

angle of attack.

Normal, all-engines-operating, go around 

with the autopilot engaged (if applicable) 

at medium landing 

weight.

CCA: Test in normal or 

non-normal control 

states. 

X X X 


sroberts on PROD1PC70 with RULES
26524 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

go around.

±3 kt airspeed, ±1.5° 

pitch angle, ±1.5° 

angle of attack, ±2° 

bank angle, ±2° 

slideslip angle.

The one engine inoperative go around is 

required at near 

maximum certificated 

landing weight with 

the critical engine inoperative using manual controls. If applicable, an additional 

engine inoperative 

go around test must 

be accomplished 

with the autopilot engaged.

CCA: Non-autopilot 

test in Non-normal 

control state. 

X X X 

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

with symmetric reverse thrust.

±2°/sec yaw rate. ±5 

kts airspeed.

Landing ....................... Record results starting 

from a speed approximating touchdown speed to the 

minimum thrust reverser operation 

speed. With full reverse thrust, apply 

yaw control in both 

directions until 

reaching minimum 

thrust reverser operation speed.

X X X 

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

with asymmetric reverse thrust.

±5 kt airspeed. ±3° 

heading angle.

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

yaw control with full 

reverse thrust on the 

operating engine(s). 

Record results starting from a speed approximating touchdown speed to a 

speed at which control of yaw cannot be 

maintained or until 

reaching minimum 

thrust reverser operation speed, whichever is higher. The 

tolerance applies to 

the low speed end of 

the data recording.

X X X 

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

Test to demonstrate 

Ground Effect.

±1° elevator ±0.5° stabilizer angle, ±5% 

net thrust or equivalent, ±1° angle of attack, ±10% height or 

±5 ft (1.5 m), ±3 kt 

airspeed, ±1° pitch 

angle.

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

model must be validated by the test selected and a rationale must be provided 

for selecting the particular test.

X X X See paragraph on 

Ground Effect in this 

attachment for additional information. 

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

Four tests, two takeoff 

and two landing, with 

one of each conducted in still air and 

the other with 

windshear active to 

demonstrate 

windshear models.

See Attachment 5 of 

this appendix.

Takeoff and Landing ... Requires windshear 

models that provide 

training in the specific skills needed to 

recognize windshear 

phenomena and to 

execute recovery 

procedures. See Attachment 5 of this 

appendix for tests, 

tolerances, and procedures.

X X See Attachment 5 of 

this appendix for information related to 

Level A and B simulators. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26525 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

2.h. ..................... Flight Maneuver and Envelope Protection Functions. 

The requirements of tests h(1) through (6) of this attachment are applicable to computer controlled 

aircraft 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 airspeed ............. Cruise .......................... X X X 

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

Approach or Landing.

X X X 

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

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

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

angle.

Approach ..................... X X X 

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

Climb, and Approach 

or Landing.

X X X 

3. Motion System. 

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

Based on Simulator 

Capability.

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

MQTG. The test 

must demonstrate 

frequency response 

of the motion system.

X X X X 

3.b. ..................... Leg balance. 

Based on Simulator 

Capability.

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

MQTG. The test 

must demonstrate 

motion system leg 

balance as specified 

by the applicant for 

flight simulator qualification.

X X X X 

3.c. ..................... Turn-around check. 

Based on Simulator 

Capability.

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

MQTG. 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.

X X X X 

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

With the same input 

signal, the test results must be repeatable to within ±0.05 

g actual platform linear acceleration.

Accomplished in both 

the ‘‘ground’’ mode 

and in the ‘‘flight’’

mode of the motion 

system operation.

Required as part of the 

MQTG. The assessment procedures 

must be designed to 

ensure that the motion system hardware and software 

(in normal flight simulator operating 

mode) continue to 

perform as originally 

qualified.

X X X X This test ensures that 

motion system hardware and software 

(in normal flight simulator operating 

mode) continue to 

perform as originally 

qualified. Performance changes from 

the original baseline 

can be readily identified with this information. 


sroberts on PROD1PC70 with RULES
26526 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

3.e. ..................... Motion cueing performance signature. Required as part of MQTG. For the following set of maneuvers record the relevant motion variables. These tests should be 

run with the motion 

buffet mode disabled. See paragraph 6.d., of this attachment, Motion 

cueing performance 

signature. 

3.e.1. .................. Takeoff rotation (VR to 

V2).

As specified by the 

sponsor for flight 

simulator qualification.

Ground ........................ Pitch attitude due to 

initial climb must 

dominate over cab 

tilt due to longitudinal acceleration.

X X X X Associated with test 

1.b.4. 

3.e.2. .................. Engine failure between 

V1 and VR.

As specified by the 

sponsor for flight 

simulator qualification.

Ground ........................ X X X X Associated with test 

1.b.5. 

3.e.3. .................. Pitch change during 

go-around.

As specified by the 

sponsor for flight 

simulator qualification.

Flight ........................... X X X Associated with test 

2.e.6. 

3.e.4. .................. Configuration changes As specified by the 

sponsor for flight 

simulator qualification.

Flight ........................... X X X X Associated with tests 

2.c.2. and 2.c.4. 

3.e.5. .................. Power change dynamics.As specified by the 

sponsor for flight 

simulator qualification.

Flight ........................... X X X X Associated with test 

2.c.1. 

3.e.6. .................. Landing flare ............... As specified by the 

sponsor for flight 

simulator qualification.

Flight ........................... X X X Associated with test 

2.e.1. 

3.e.7. .................. Touchdown bump ....... As specified by the 

sponsor for flight 

simulator qualification.

Ground ........................ X X Associated with test 

2.e.1. 

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 

brakes set.

Simulator test results 

must 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.

Ground ........................ The test must be conducted within 5% of 

the maximum possible thrust with 

brakes set.

X 

3.f.2. ................... Buffet with landing 

gear extended.

Simulator test results 

must 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.

Flight ........................... The test must be conducted at a nominal, 

mid-range airspeed; 

i.e., sufficiently 

below landing gear 

limiting airspeed to 

avoid inadvertently 

exceeding this limitation.

X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26527 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

3.f.3. ................... Buffet with flaps extended.Simulator test results 

must 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.

Flight ........................... The test must be conducted at a nominal, 

mid-range airspeed; 

i.e., sufficiently 

below flap extension 

limiting airspeed to 

avoid inadvertently 

exceeding this limitation.

X 

3.f.4. ................... Buffet with 

speedbrakes deployed.

Simulator test results 

must 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.

Flight ........................... X 

3.f.5. ................... Buffet at approach-tostall.Simulator test results 

must 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.

Flight ........................... The test must be conducted for approach 

to stall. Post stall 

characteristics are 

not required.

X 

3.f.6. ................... Buffet at high airspeeds or high Mach.Simulator test results 

must 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.

Flight ........................... X The test may be conducted during either 

a high speed maneuver (e.g., ‘‘windup’’ turn) or at high 

Mach. 

3.f.7. ................... In-flight vibrations for 

propeller driven airplanes.

Simulator test results 

must 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.

Flight (clean configuration).X 

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 also suffices for motion system response timing and flight deck instrument response timing. Motion onset should occur before the start of the visual scene change 

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

the end of the scan of that video field. Instrument response may not occur prior to motion onset. 

See additional information in this attachment; also see Table 

A1A, entry 2.g. 

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

300 ms (or less) after 

airplane response.

Take-off, cruise, and 

approach or landing.

One test is required in 

each axis (pitch, roll 

and yaw) for each of 

the three conditions 

(take-off, cruise, and 

approach or landing).

X X The visual scene or 

test pattern used 

during the response 

testing should be 

representative of the 

system capacities required to meet the 

daylight, twilight 

(dusk/dawn) and/or 

night visual capability as appropriate. 


sroberts on PROD1PC70 with RULES
26528 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

150 ms (or less) after 

airplane response.

Take-off, cruise, and 

approach or landing.

One test is required in 

each axis (pitch, roll 

and yaw) for each of 

the three conditions 

(take-off, cruise, and 

approach or landing)..

X X 

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

300 ms (or less) after 

controller movement.

N/A .............................. A separate test is required in each axis 

(pitch, roll, and yaw).

X X 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) after 

controller movement.

N/A .............................. A separate test is required in each axis 

(pitch, roll, and yaw).

X X 

4.b. ..................... Field-of-view. 

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

visual field-of-view.

Continuous collimated 

field-of-view providing at least 45° 

horizontal and 30° 

vertical field-of-view 

for each pilot seat. 

Both pilot seat visual 

systems must be operable simultaneously.

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

MQTG but not required as part of 

continuing evaluations.

X X A vertical field-of-view 

of 30° may be insufficient to meet visual 

ground segment requirements. 

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

4.b.3. .................. Continuous, collimated, 

field-of-view.

Continuous field-ofview of at least 176° 

horizontally and 36° 

vertically.

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

and must explain the 

geometry of the installation. Horizontal 

field-of-view must be 

at least 176° (including not less than 88° 

either side of the 

center line of the design eye point). Additional horizontal 

field-of-view capability may be added 

at the sponsor’s discretion provided the 

minimum field-ofview is retained. 

Vertical field-of-view 

must be at least 36° 

from each pilot’s eye 

point. Required as 

part of MQTG but 

not required as part 

of continuing qualification evaluations.

X X The horizontal field-ofview is traditionally 

described as a 180° 

field-of-view. However, the field-ofview is technically no 

less than 176°. 

Field-of-view should 

be measured using a 

visual test pattern 

filling the entire visual scene (all channels) with a matrix of 

black and white 5° 

squares. The installed alignment 

should be addressed 

in the SOC. 

4.c. ..................... System geometry. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26529 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

5° even angular spacing within ±1° as 

measured from either pilot eye point 

and within 1.5° for 

adjacent squares.

N/A .............................. The angular spacing of 

any chosen 5° 

square and the relative spacing of adjacent squares must 

be within the stated 

tolerances.

X X X X The purpose of this 

test is to evaluate 

local linearity of the 

displayed image at 

either pilot eye point. 

System geometry 

should be measured 

using a visual test 

pattern filling the entire visual scene (all 

channels) with a matrix of black and 

white 5° squares 

with light points at 

the intersections. 

4.d. ..................... Surface contrast ratio. 

Not less than 5:1. ....... N/A .............................. The ratio is calculated 

by dividing the 

brightness level of 

the center, bright 

square (providing at 

least 2 foot-lamberts 

or 7 cd/m2) by the 

brightness level of 

any adjacent dark 

square. This requirement is applicable to 

any level of simulator equipped with a 

daylight visual system.

X X Measurements should 

be made using a 1° 

spot photometer and 

a raster drawn test 

pattern filling the entire visual scene (all 

channels) with a test 

pattern of black and 

white squares, 5° 

per square, with a 

white square in the 

center of each channel. During contrast 

ratio testing, simulator aft-cab and 

flight deck ambient 

light levels should be 

zero. 

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

Not less than six (6) 

foot-lamberts (20 cd/ 

m2).

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

square while superimposing a highlight 

on that white square. 

The use of calligraphic capabilities 

to enhance the raster brightness is acceptable; however, 

measuring lightpoints 

is not acceptable. 

This requirement is 

applicable to any 

level of simulator 

equipped with a daylight visual system.

X X Measurements should 

be made using a 1° 

spot photometer and 

a raster drawn test 

pattern filling the entire visual scene (all 

channels) with a test 

pattern of black and 

white squares, 5° 

per square, with a 

white square in the 

center of each channel. 

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


sroberts on PROD1PC70 with RULES
26530 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

Not greater than two 

(2) arc minutes.

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

and must include the 

relevant calculations 

and an explanation 

of those calculations. 

This requirement is 

applicable to any 

level of simulator 

equipped with a daylight visual system.

X X When the eye is positioned on a 3° glide 

slope at the slant 

range distances indicated with white runway markings on a 

black runway surface, the eye will 

subtend two (2) arc 

minutes: (1) A slant 

range of 6,876 ft 

with stripes 150 ft 

long and 16 ft wide, 

spaced 4 ft apart. (2) 

For Configuration A; 

a slant range of 

5,157 feet with 

stripes 150 ft long 

and 12 ft wide, 

spaced 3 ft apart. (3) 

For Configuration B; 

a slant range of 

9,884 feet, with 

stripes 150 ft long 

and 5.75 ft wide, 

spaced 5.75 ft apart. 

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

Not greater than five 

(5) arc-minutes.

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

and must include the 

relevant calculations 

and an explanation 

of those calculations. 

This requirement is 

applicable to any 

level of simulator 

equipped with a daylight visual system.

X X Light point size should 

be measured using a 

test pattern consisting of a centrally 

located single row of 

light points reduced 

in length until modulation is just discernible in each visual 

channel. A row of 48 

lights will form a 4° 

angle or less. 

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

4.h.1 ................... For Level A and B simulators.Not less than 10:1 ...... N/A .............................. An SOC is required 

and must include the 

relevant calculations.

X X A 1° spot photometer 

is used to measure a 

square of at least 1° 

filled with light points 

(where light point 

modulation is just 

discernible) and 

compare the results 

to the measured adjacent background. 

During contrast ratio 

testing, simulator aftcab and flight deck 

ambient light levels 

should be zero. 

4.h.2. .................. For Level C and D 

simulators.

Not less than 25:1 ...... N/A .............................. An SOC is required 

and must include the 

relevant calculations.

X X A 1° spot photometer 

is used to measure a 

square of at least 1° 

filled with light points 

(where light point 

modulation is just 

discernible) and 

compare the results 

to the measured adjacent background. 

During contrast ratio 

testing, simulator aftcab and flight deck 

ambient light levels 

should be zero. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26531 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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

The visible segment in 

the simulator must 

be ±20% of the segment computed to 

be visible from the 

airplane flight deck. 

This tolerance may 

be applied at the far 

end of the displayed 

segment. However, 

lights and ground 

objects computed to 

be visible from the 

airplane flight deck 

at the near end of 

the visible segment 

must be visible in 

the simulator.

Landing configuration, 

with the aircraft 

trimmed for the appropriate airspeed, 

where the MLG are 

at 100 ft (30 m) 

above the plane of 

the touchdown zone, 

while on the electronic glide slope 

with an RVR value 

set at 1,200 ft (350 

m).

The QTG must contain 

appropriate calculations and a drawing 

showing the pertinent data used to 

establish the airplane location and 

the segment of the 

ground that is visible 

considering design 

eyepoint, the airplane attitude, flight 

deck cut-off angle, 

and a visibility of 

1200 ft (350 m) 

RVR. Simulator performance must be 

measured against 

the QTG calculations. 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. 

(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. 

X X X X Pre-position for this 

test is encouraged 

but may be achieved 

via manual or autopilot control to the 

desired position. 

5. Sound System. 


sroberts on PROD1PC70 with RULES
26532 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

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. All tests in this section 

must be presented using an unweighted 1⁄3-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 

second average must be taken at the location corresponding to the airplane data set. The airplane and flight simulator 

results must be produced using comparable data analysis techniques..

5.a. ..................... Turbo-jet airplanes. 

5.a.1. .................. Ready for engine start ±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal conditions prior 

to engine start with 

the Auxiliary Power 

Unit operating, if appropriate.

X 

5.a.2. .................. All engines at idle. ...... ±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.a.3. .................. All engines at maximum allowable 

thrust with brakes 

set.

±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.a.4. .................. Climb ........................... ±5 dB per 1⁄3 octave 

band.

En-route climb ............. Medium altitude .......... X 

5.a.5. .................. Cruise .......................... ±5 dB per 1⁄3 octave 

band.

Cruise .......................... Normal cruise configuration.X 

5.a.6. .................. Speedbrake / spoilers 

extended (as appropriate).

±5 dB per 1⁄3 octave 

band.

Cruise .......................... Normal and constant 

speedbrake deflection for descent at a 

constant airspeed 

and power setting.

X 

5.a.7. .................. Initial approach ........... ±5 dB per 1⁄3 octave 

band.

Approach ..................... Constant airspeed, 

gear up, flaps and 

slats, as appropriate.

X 

5.a.8. .................. Final approach ............ ±5 dB per 1⁄3 octave 

band.

Landing ....................... Constant airspeed, 

gear down, full flaps.

X 

5.b. ..................... Propeller airplanes. 

5.b.1. .................. Ready for engine start ±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal conditions prior 

to engine start with 

the Auxiliary Power 

Unit operating, if appropriate.

X 

5.b.2. .................. All propellers feathered ±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.b.3. .................. Ground idle or equivalent.±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.b.4 ................... Flight idle or equivalent ±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.b.5. .................. All engines at maximum allowable 

power with brakes 

set.

±5 dB per 1⁄3 octave 

band.

Ground ........................ Normal condition prior 

to takeoff.

X 

5.b.6. .................. Climb ........................... ±5 dB per 1⁄3 octave 

band.

En-route climb ............. Medium altitude .......... X 

5.b.7. .................. Cruise .......................... ±5 dB per 1⁄3 octave 

band.

Cruise .......................... Normal cruise configuration.X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26533 

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

QPS Requirements Information 

Test 

Tolerance Flight conditions Test details 

Simulator level 

Notes 

Entry No. Title A B C D 

5.b.8. .................. Initial approach ........... ±5 dB per 1⁄3 octave 

band.

Approach ..................... Constant airspeed, 

gear up, flaps extended as appropriate, RPM as per 

operating manual.

X 

5.b.9. .................. Final Approach ............ ±5 dB per 1⁄3 octave 

band.

Landing ....................... Constant airspeed, 

gear down, full flaps, 

RPM as per operating manual.

X 

5.c. ..................... Special cases. 

±5 dB per 1⁄3 octave 

band.

As appropriate ............ X These special cases 

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 1⁄3 octave 

band.

Results of the background noise at initial qualification must 

be included in the 

MQTG. Measurements must be made 

with the simulation 

running, the sound 

muted and a ‘‘dead’’

flight deck.

X The sound in the simulator will be evaluated to ensure that 

the background 

noise does not interfere with training, 

testing, or checking. 

5.e. ..................... Frequency response. 

±5 dB on three (3) 

consecutive bands 

when compared to 

initial evaluation; and 

±2 dB when comparing the average 

of the absolute differences between 

initial and continuing 

qualification evaluation.

Applicable only to Continuing Qualification 

Evaluations. If frequency response 

plots are provided 

for each channel at 

the initial qualification evaluation, 

these plots may be 

repeated at the continuing 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 

A2B in this attachment).

X Measurements are 

compared to those 

taken during initial 

qualification evaluation. 

lllllllllllllllllllll

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 AC 25–7, as amended, Flight Test Guide 

for Certification of Transport Category 

Airplanes, and AC 23–8, as amended, Flight 

Test Guide for Certification of Part 23 

Airplanes, for references and examples 


sroberts on PROD1PC70 with RULES
26534 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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 satisfies this test 

requirement. 

b. Control Dynamics Evaluation. The 

dynamic properties of control systems are 

often stated in terms of frequency, damping 

and a number of other classical 

measurements. In order to establish a 

consistent means of validating test results for 

FFS control loading, criteria are needed that 

will clearly define the measurement 

interpretation and the applied tolerances. 

Criteria are needed for underdamped, 

critically damped and overdamped systems. 

In the case of an underdamped system with 

very light damping, the system may be 

quantified in terms of frequency and 

damping. In critically damped or 

overdamped systems, the frequency and 

damping are not readily measured from a 

response time history. Therefore, the 

following suggested measurements may be 

used: 

(1) For Level C and D simulators. Tests to 

verify that control feel dynamics represent 

the airplane should show that the dynamic 

damping cycles (free response of the 

controls) match those of the airplane within 

specified tolerances. The NSPM recognizes 

that several different testing methods may be 

used to verify the control feel dynamic 

response. The NSPM will consider the merits 

of testing methods based on reliability and 

consistency. One acceptable method of 

evaluating the response and the tolerance to 

be applied is described below for the 

underdamped and critically damped cases. A 

sponsor using this method to comply with 

the QPS requirements should perform the 

tests as follows: 

(a) Underdamped response. Two 

measurements are required for the period, the 

time to first zero crossing (in case a rate limit 

is present) and the subsequent frequency of 

oscillation. It is necessary to measure cycles 

on an individual basis in case there are nonuniform periods in the response. Each period 

will be independently compared to the 

respective period of the airplane control 

system and, consequently, will enjoy the full 

tolerance specified for that period. The 

damping tolerance will be applied to 

overshoots on an individual basis. Care 

should be taken when applying the tolerance 

to small overshoots since the significance of 

such overshoots becomes questionable. Only 

those overshoots larger than 5 per cent of the 

total initial displacement should be 

considered. The residual band, labeled T(Ad) 

on Figure A2A is ±5 percent of the initial 

displacement amplitude Ad from the steady 

state value of the oscillation. Only 

oscillations outside the residual band are 

considered significant. When comparing FFS 

data to airplane data, the process should 

begin by overlaying or aligning the FFS and 

airplane steady state values and then 

comparing amplitudes of oscillation peaks, 

the time of the first zero crossing and 

individual periods of oscillation. The FFS 

should show the same number of significant 

overshoots to within one when compared 

against the airplane data. The procedure for 

evaluating the response is illustrated in 

Figure A2A. 

(b) Critically damped and overdamped 

response. Due to the nature of critically 

damped and overdamped responses (no 

overshoots), the time to reach 90 percent of 

the steady state (neutral point) value should 

be the same as the airplane within ±10 

percent. Figure A2B illustrates the procedure. 

(c) Special considerations. Control systems 

that exhibit characteristics other than 

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 

lllllllllllllllllllll

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, FFS Objective 

Tests, Entries 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 

lllllllllllllllllllll

Begin Information 

BILLING CODE 4910–13–P 

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 


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conventionally accepted methods will have 

to be used. 

BILLING CODE 4913–13–P 


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BILLING CODE 4913–13–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. 

(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 outsideworld 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, trainingcritical 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. 


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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 1×10¥3 g-rms2/Hz would describe a heavy 

buffet and may be seen in the deep stall 

regime. Alternatively, a 1×10¥6 g-rms2/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). 

Note: In the example, ‘‘g-rms2 is the 

mathematical expression for ‘‘g’s root mean 

squared.’’

7. Sound System 

a. General. The total sound environment in 

the airplane is very complex, and changes 

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. 


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TABLE A2B.—EXAMPLE OF CONTINUING QUALIFICATION FREQUENCY RESPONSE TEST TOLERANCE

Band center frequency Initial results 

(dBSPL) 

Continuing 

qualification 

results 

(dBSPL) 

Absolute 

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 0.6 

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 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 against 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 or from other approved sources. 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 


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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. 

End Information 

lllllllllllllllllllll

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 airplane 

configuration, the airplane manufacturer or 

other acceptable data supplier must 

coordinate with the NSPM if they propose 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 engineering simulation or the 

engineering simulator used to generate the 

validation data. Validation data from an 

audited engineering simulation may be used 

for changes that are incremental in nature. 

Manufacturers or other data suppliers must 

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 must 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 a description 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) Validation data from an audited 

engineering simulator/simulation to 

supplement specific segments of the flight 

test data. 

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 able 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; 

(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/ 

simulation 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/simulation. 

(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 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 flighttest 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.’’

End QPS Requirement 

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10. [Reserved] 

11. Validation Test Tolerances 

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Begin Information 

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. 

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 clearly 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) The tolerance limit between the 

reference data and the flight simulator results 


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is generally 20% of the corresponding 

‘‘flight-test’’ tolerances. However, there may 

be cases where the simulator models used are 

of higher fidelity, or the manner in which 

they are cascaded in the integrated testing 

loop have the effect of a higher fidelity, than 

those supplied by the data provider. Under 

these circumstances, it is possible that an 

error greater than 20% may be generated. An 

error greater than 20% may be acceptable if 

simulator sponsor can provide an adequate 

explanation. 

(6) Guidelines are needed for the 

application of tolerances to engineeringsimulator-generated validation data because: 

(a) Flight-test data are often not available 

due to 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 Sample Validation Data Roadmap 

(VDR) for airplanes, shown in Table A2C, 

depicts a generic roadmap matrix identifying 

sources of validation data for an abbreviated 

list of tests. This document is merely a 

sample and does not provide actual data. A 

complete matrix should address all test 

conditions and provide actual data and data 

sources. 

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 or 

provide an acceptable basis for using 

alternative data for QTG validation 

requirements. 

End Information 

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Begin Information 

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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 flightvalidated configuration within a single 

engine type. See Table A2D, Alternate Engine 

Validation Flight Tests in this section for a 

list of acceptable tests. 

(5) Alternate engine validation data should 

be based on flight test data, except as noted 

in sub-paragraphs 13.c.(1) and (2), or where 

other data are specifically allowed (e.g., 

engineering simulator/simulation data). 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 enginespecific 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. 

End Information 

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Begin QPS Requirement 

c. Test Requirements 

(1) The QTG must contain selected enginespecific 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. See Table A2D 

for a list of acceptable tests. 

(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. 

End QPS Requirement 

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Begin QPS Requirement 

TABLE A2D.—ALTERNATIVE ENGINE VALIDATION FLIGHT TESTS

Entry No. Test description Alternative 

engine type 

Alternative 

thrust rating 2

1.b.1., 1.b.4. ........... Normal take-off/ground acceleration time and distance X X 

1.b.2. ...................... Vmcg, if performed for airplane certification X X 

1.b.5. ......................

1.b.8. ......................

Engine-out take-off 

Dynamic engine failure after take-off. 

Either test may 

be performed. X 

1.b.7. ...................... Rejected take-off if performed for airplane certification X 

1.d.1. ...................... Cruise performance X 

1.f.1., 1.f.2. ............. Engine acceleration and deceleration X X 

2.a.7. ...................... Throttle calibration 1 X X 

2.c.1. ...................... Power change dynamics (acceleration) X X 

2.d.1. ...................... Vmca if performed for airplane certification X X 

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 13.c.(3). 

2See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings. 


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End QPS Requirement 

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Begin Information 

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) of this section). 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. 

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, nosewheel 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 small and based 

on acceptable aeronautical principles with 

proven success history and valid outcomes. 

This should be supplemented with avionicsspecific 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 aircraft; 

(2) Simulation of computer controlled 

aircraft using real airplane black boxes; 

(3) Simulation of computer controlled 

aircraft 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 


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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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Begin Information 

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 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 

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. 

End Information 

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Begin QPS Requirements 

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, a sponsor may 

choose to use one or more of the alternative 

sources, procedures, and instrumentation 

described in Table A2E. 

End QPS Requirements 

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Begin Information 

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 ‘‘flyby’’ trim data will be the acceptable norm for 

normal and cross-control input landing 

objective data for these applications.) 

(2) The use of a rigorously defined and 

fully mature simulation controls system 

model that includes accurate gearing and 

cable stretch characteristics (where 

applicable), determined from actual aircraft 

measurements. Such a model does not 

require control surface position 

measurements in the flight test objective data 

in these limited applications. 

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 FFSs. 

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 

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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

1.a.1. Performance. Taxi. Minimum 

Radius turn.

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

1.a.2. Performance. Taxi Rate of 

Turn vs. Nosewheel Steering 

Angle.

X Data may be acquired by using a constant tiller 

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

synchronized video of heading indicator. If less 

than full rudder pedal is used, pedal position 

must be recorded.

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

concurrence. 

1.b.1. Performance. Takeoff. Ground 

Acceleration Time and Distance.

X X Preliminary certification data may be used. Data 

may be acquired by using a 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.

1.b.2. Performance. Takeoff. Minimum Control Speed—ground 

(Vmcg) using aerodynamic controls 

only (per applicable airworthiness 

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

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

calibrated airplane instruments and force/position measurements of flight deck controls.

Rapid throttle reductions at speeds 

near Vmcg may be used while recording appropriate parameters. 

The nosewheel must be free to 

caster, or equivalently freed of 

sideforce generation. 


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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

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

equivalent test to demonstrate 

early rotation takeoff characteristics.

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

calibrated airplane instruments and the force/ 

position measurements of flight deck controls.

1.b.4. Performance. Takeoff. Normal 

Takeoff.

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

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 

Engine Failure during Takeoff.

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

calibrated airplane instruments and force/position measurements of flight deck controls.

Record airplane dynamic response 

to engine failure and control inputs 

required to correct flight path. 

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

calibrated airplane instruments and force/position measurements of flight deck controls.

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

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

of calibrated airplane instruments, thrust lever 

position, engine parameters, and distance 

(e.g., runway markers). A stop watch is required..

1.c. 1. Performance. Climb. Normal 

Climb all engines operating..

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments and engine 

power throughout the climb range.

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

of calibrated airplane instruments and engine 

power throughout the climb range.

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

(if operations in icing conditions 

are authorized).

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments and engine 

power throughout the climb range.

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

acceleration..

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

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

deceleration..

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

1.d.4. Cruise/Descent. Idle descent .. X X Data may be acquired with a synchronized video 

of calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

1.d.5. Cruise/Descent. Emergency 

Descent.

X X Data may be acquired with a synchronized video 

of calibrated airplane instruments, thrust lever 

position, engine parameters, and elapsed time.

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

manual application of wheel 

brakes and no reverse thrust on a 

dry runway.

X X Data may be acquired during landing tests using 

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

parameters of engine power.


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26549 

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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

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

reverse thrust and no wheel 

brakes.

X X Data may be acquired during landing tests using 

a stop watch, runway markers, and a synchronized video of calibrated airplane instruments, thrust lever position and pertinent parameters of engine power.

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

recording of engine instruments and throttle 

position.

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

recording of engine instruments and throttle 

position.

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

Control Checks. Pitch Controller 

Position vs. Force and Surface Position Calibration.

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if no FDR 

sensor, at selected, significant column positions (encompassing significant column position data points), acceptable to the NSPM, 

using a control surface protractor on the 

ground. Force data may be acquired by using 

a hand held force gauge at the same column 

position data points.

For airplanes with reversible control 

systems, surface position data acquisition should be accomplished 

with winds less than 5 kts. 

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

Control Checks. Roll Controller 

Position vs. Force and Surface Position Calibration.

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if no FDR 

sensor, at selected, significant wheel positions 

(encompassing significant wheel position data 

points), acceptable to the NSPM, using a control surface protractor on the ground. Force 

data may be acquired by using a hand held 

force gauge at the same wheel position data 

points.

For airplanes with reversible control 

systems, surface position data acquisition should be accomplished 

with winds less than 5 kts. 

2.a.3.a. Handling Qualities. Static 

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

X X Surface position data may be acquired from 

flight data recorder (FDR) sensor or, if no FDR 

sensor, at selected, significant rudder pedal 

positions (encompassing significant rudder 

pedal position data points), acceptable to the 

NSPM, using a control surface protractor on 

the ground. Force data may be acquired by 

using a hand held force gauge at the same 

rudder pedal position data points.

For airplanes with reversible control 

systems, surface position data acquisition should be accomplished 

with winds less than 5 kts. 

2.a.4. Handling Qualities. Static Control Checks. Nosewheel Steering 

Controller Force and Position.

X X Breakout data may be acquired with a hand held 

force gauge. The remainder of the force to the 

stops may be calculated if the force gauge 

and a protractor are used to measure force 

after breakout for at least 25% of the total displacement capability.

2.a.5. Handling Qualities. Static Control Checks. Rudder Pedal Steering Calibration.X X Data may be acquired through the use of force 

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

data for nosewheel position.

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

vs. Surface Position Calibration.

X X Data may be acquired through calculations ........

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

video of pitch trim indication and elapsed time 

through range of trim indication.


sroberts on PROD1PC70 with RULES
26550 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

2.a.8. Handling Qualities. Static Control tests. Alignment of Flight deck 

Throttle Lever Angle vs. Selected 

engine parameter.

X X Data may be acquired through the use of a temporary throttle quadrant scale to document 

throttle position. Use a synchronized video to 

record steady state instrument readings or 

hand-record steady state engine performance 

readings.

2.a.9. Handling qualities. Static control tests. Brake pedal position vs. 

force and brake system pressure 

calibration.

X X Use of design or predicted data is acceptable. 

Data may be acquired by measuring deflection 

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

2.c.1. Handling qualities. Longitudinal 

control tests. Power change dynamics.

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

calibrated airplane instruments and throttle position.

2.c.2. Handling qualities. Longitudinal 

control tests. Flap/slat change dynamics.

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

calibrated airplane instruments and flap/slat 

position.

2.c.3. Handling qualities. Longitudinal 

control tests. Spoiler/speedbrake 

change dynamics.

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

calibrated airplane instruments and spoiler/ 

speedbrake position.

2.c.4. Handling qualities. Longitudinal 

control tests. Gear change dynamics.

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

calibrated airplane instruments and gear position.

2.c.5. Handling qualities. Longitudinal 

control tests. Longitudinal trim.

X X Data may be acquired through use of an inertial 

measurement system and a synchronized 

video of flight deck controls position (previously calibrated to show related surface position) and the engine instrument readings.

2.c.6. Handling qualities. Longitudinal 

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

X X Data may be acquired through the use of an inertial measurement system and a synchronized video of calibrated airplane instruments; a temporary, high resolution bank 

angle scale affixed to the attitude indicator; 

and a wheel and column force measurement 

indication.

2.c.7. Handling qualities. Longitudinal 

control tests. Longitudinal static 

stability.

X X Data may be acquired through the use of a synchronized video of airplane flight instruments 

and a hand held force gauge.

2.c.8. Handling qualities. Longitudinal 

control tests. Stall characteristics.

X X Data may be acquired through a synchronized 

video recording of a stop watch and calibrated 

airplane airspeed indicator. Hand-record the 

flight conditions and airplane configuration.

Airspeeds may be cross checked 

with those in the TIR and AFM. 

2.c.9. Handling qualities. Longitudinal 

control tests. Phugoid dynamics.

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

calibrated airplane instruments and force/position measurements of flight deck controls.

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

calibrated airplane instruments and force/position measurements of flight deck controls.


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26551 

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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

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

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

Low speed engine inoperative 

handling characteristics in the air.

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

calibrated airplane instruments and force/position measurements of flight deck controls.

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

calibrated airplane instruments and force/position measurements of flight deck lateral controls.

May be combined with step input of 

flight deck roll controller test, 

2.d.3. 

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

flight deck roll controller step input.

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

calibrated airplane instruments and force/position measurements of flight deck lateral controls.

2.d.4. Handling qualities. Lateral directional tests. Spiral stability.X X Data may be acquired by using an inertial measurement system and a synchronized video of 

calibrated airplane instruments; force/position 

measurements of flight deck controls; and a 

stop watch.

2.d.5. Handling qualities. Lateral directional tests. Engine inoperative 

trim.

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

resolution scales affixed to trim controls that 

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

less than 5 kts.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.

Trimming during second segment 

climb is not a certification task and 

should not be conducted until a 

safe altitude is reached. 

2.d.6. Handling qualities. Lateral directional tests. Rudder response.X X Data may be acquired by using an inertial measurement system and a synchronized video of 

calibrated airplane instruments and force/position measurements of rudder pedals.

2.d.7. Handling qualities. Lateral directional tests. Dutch roll, (yaw 

damper OFF).

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

calibrated airplane instruments and force/position measurements of flight deck controls.

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

Normal landing.

X Data may be acquired by using 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. 

Crosswind landing.

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

calibrated airplane instruments and force/position measurements of flight deck controls.


sroberts on PROD1PC70 with RULES
26552 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of 

Appendix A are not used. 

Information 

Table of objective tests Sim level Alternative data sources, procedures, and 

instrumentation 

Notes 

Test entry number and title A B 

2.e.4. Handling qualities. Landings. 

One engine inoperative landing.

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

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. 

Autopilot landing (if applicable).

.......... X Data may be acquired by using 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. 

All engines operating, autopilot, go 

around.

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

One engine inoperative go around.

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

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. 

Directional control (rudder effectiveness with symmetric thrust).

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

Directional control (rudder effectiveness with asymmetric reverse 

thrust).

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

Test to demonstrate ground effect.

X Data may be acquired by using calibrated airplane instruments, an inertial measurement 

system, and a synchronized video of calibrated airplane instruments and force/position 

measurements of flight deck controls.

End Information 

lllllllllllllllllllll

Attachment 3 to Appendix A to Part 60—

Simulator Subjective Evaluation 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Except for special use airport models, 

described as Class III, all 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 

or 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 of the airport 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 airport models classified as 

Class I, Class II, or Class III may be used by 

the instructor or evaluator. Detailed 

descriptions/definitions of these 

classifications are found in Appendix F of 

this part. 

d. When a person sponsors an FFS 

maintained by a person other than a U.S. 

certificate holder, the sponsor is accountable 

for that FFS originally meeting, and 


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continuing to meet, the criteria under which 

it was originally qualified and the 

appropriate Part 60 criteria, including the 

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, and the method used for keeping 

instructors and evaluators apprised of the 

airport models that meet Class II or Class III 

requirements on any given simulator is at the 

option of the sponsor, but the method used 

must be available for review by the TPAA. 

f. When an airport model represents a real 

world airport 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 in 

paragraph 1.g. of this section), an update to 

that 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 90 days of the opening for use of the 

new airport runway, runway extension, new 

airport taxiway, or taxiway extension; or 

within 90 days of the closure of the runway 

or taxiway. 

(2) For a new or modified approach light 

system—within 45 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 180 

days 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 or has an objection to what 

must be updated in the specific airport model 

requirement, the sponsor must provide a 

written extension request to the NSPM 

stating the reason for the update delay and 

a proposed completion date, or explain why 

the update is not necessary (i.e., why the 

identified airport change will not have an 

impact on flight training, testing, or 

checking). A copy of this request or objection 

must also be sent to the POI/TCPM. The 

NSPM will send the official response to the 

sponsor and a copy to the POI/TCPM. If there 

is an objection, after consultation with the 

appropriate POI/TCPM regarding the 

training, testing, or checking impact, the 

NSPM will send the official response to the 

sponsor and a copy to the POI/TCPM. 

End QPS Requirements 

lllllllllllllllllllll

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 SOQ, or as 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 

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 airport models 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 FFS/visual media to provide an 

adequate environment in which the required 

SKAs are satisfactorily performed and 

learned. The analysis should also include the 

specific media element, such as the 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. The TPAA may accept Class III airport 

models without individual observation 

provided the sponsor provides the TPAA 

with an acceptable description of the process 

for determining the acceptability of a specific 

airport model, outlines the conditions under 

which such an airport model may be used, 

and adequately describes what restrictions 

will be applied to each resulting airport or 

landing area model. Examples of situations 

that may warrant Class_III model designation 

by the TPAA include the following: 

(a) Training, testing, or checking on very 

low visibility operations, including SMGCS 

operations. 

(b) Instrument operations training 

(including instrument takeoff, departure, 

arrival, approach, and missed approach 

training, testing, or checking) using—

(i) A specific model that has been 

geographically ‘‘moved’’ to a different 

location and aligned with an instrument 

procedure for another airport. 

(ii) A model that does not match changes 

made at the real-world airport (or landing 

area for helicopters) being modeled. 

(iii) A model generated with an ‘‘off-board’’

or an ‘‘on-board’’ model development tool 

(by providing proper latitude/longitude 

reference; correct runway or landing area 

orientation, length, width, marking, and 

lighting information; and appropriate 

adjacent taxiway location) to generate a 

facsimile of a real world airport or landing 

area. 

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 

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: 


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(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 

lllllllllllllllllll

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry No. Operations tasks 

Simulator level 

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 ................................................................................................................................

Preflight. Accomplish a functions check of all switches, indicators, systems, and equipment at all 

crewmembers’ and instructors’ stations and determine that the flight deck design and functions are 

identical to that of the airplane simulated.

X X X X 

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

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

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

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

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

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

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

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

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

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

2.c.4. ......... Nosewheel scuffing .................................................................................................................................... X X 

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

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

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

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

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

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

3.a.3. ......... Nosewheel and rudder steering ................................................................................................................. X X X X 

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

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

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

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

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

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

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

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


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26555 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. Operations tasks 

Simulator level 

A B C D 

3.b.3. ......... Takeoff with a propulsion system malfunction (allowing an analysis of causes, symptoms, recognition, 

and the effects on aircraft performance and handling) at the following points: ..

(i) Prior to V1 decision speed .................................................................................................................

(ii) Between V1 and Vr (rotation speed) .................................................................................................

(iii) Between Vr and 500 feet above ground level .................................................................................

X X X X 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

and landing configuration).

X X X X 

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

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

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

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

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

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

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

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

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

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

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

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

8. .............................. Instrument Approaches and Landing. Those instrument approach and landing tests relevant to the simulated airplane 

type are selected from the following list. Some tests are made with limiting wind velocities, under wind shear 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.


sroberts on PROD1PC70 with RULES
26556 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. Operations tasks 

Simulator level 

A B C D 

8.a.1. ......... PAR ............................................................................................................................................................ X X X X 

8.a.2. ......... CAT I/GBAS (ILS/MLS) published approaches ......................................................................................... X X X X 

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

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

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

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

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

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

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

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

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

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

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

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

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

(iv) Category II published approach (autocoupled, autothrottle) ............................................................... X X X X 

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

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

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

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

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

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

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 engines operating with and without visual approach 

aid guidance.

X X X X 

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

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

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

9.e. ................... Approach to land with wind shear on approach ........................................................................................ X X X X 

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

associated handling (most significant degradation which is probable).

X X X X 

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

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


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26557 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. Operations tasks 

Simulator level 

A B C D 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


sroberts on PROD1PC70 with RULES
26558 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE A3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. Operations tasks 

Simulator level 

A B C D 

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

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

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

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

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

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

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

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

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

12.b.2. ....... Air hazard avoidance (traffic, weather) ...................................................................................................... .... .... X X 

12.b.3. ....... Wind shear ................................................................................................................................................. .... .... 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

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

This table specifies the minimum airport model content and functionality to qualify a simulator at the indicated level. This table applies only to 

the airport models required for simulator qualification; i.e., one airport model for Level A and Level B simulators; three airport models 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) representative airport model. This model identification must be acceptable to the 

sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

X X 

1.b. ......... The fidelity of the airport model 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.

X X 

1.c. ......... Runways: .............................................................................................................................................................. X X 

1.c.1. Visible runway number ......................................................................................................................................... X X 

1.c.2. Runway threshold elevations and locations must be modeled to provide sufficient correlation with airplane 

systems (e.g., altimeter).

X X 

1.c.3. Runway surface and markings ............................................................................................................................. X X 

1.c.4. Lighting for the runway in use including runway edge and centerline ................................................................. X X 

1.c.5. Lighting, visual approach aid and approach lighting of appropriate colors ......................................................... X X 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26559 

TABLE A3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

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 model. However, all of the elements described in this section must be found throughout a combination 

of the three (3) airport models described in entry 2.a. 

2.a. ......... A minimum of three (3) representative airport models. The model identifications must be acceptable to the 

sponsor’s TPAA, selectable from the IOS, and listed on the SOQ.

X X 

2.a.1. Night and Twilight (Dusk) scenes required .......................................................................................................... X X 

2.a.2. Daylight scenes required ...................................................................................................................................... X 

2.b. Two parallel runways and one 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 SOQ.

X X 

2.c. ......... Runway threshold elevations and 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.

X X 

2.d. ......... Representative airport buildings, structures and lighting ..................................................................................... X X 

2.e. ......... At least one useable gate, at the appropriate height (required only for those airplanes that typically operate 

from terminal gates).

X X 

2.f. .......... Representative moving and static gate clutter (e.g., other airplane, power carts, tugs, fuel trucks, and additional gates).X X 

2.g. ......... Representative gate/apron markings (e.g., hazard markings, lead-in lines, gate numbering) and lighting ........ X X 

2.h. ......... Representative runway markings, lighting, and signage, including a windsock that gives appropriate wind 

cues.

X X 

2.i. .......... Representative taxiway markings, lighting, and signage necessary for position identification, and to taxi from 

parking to a designated runway and return to parking.

X X 

2.j. .......... A low visibility taxi route (e.g., Surface Movement Guidance Control System, follow-me truck, daylight taxi 

lights) must also be demonstrated.

X 

2.k. ......... Representative moving and static ground traffic (e.g., vehicular and airplane), including the capability to 

present ground hazards (e.g., another airplane crossing the active runway).

X X 

2.l. .......... Representative moving airborne traffic, including the capability to present air hazards (e.g., airborne traffic 

on a possible collision course).

X X 

2.m. ........ Representative depiction of terrain and obstacles as well as significant and identifiable natural and cultural 

features, within 25 NM of the reference airport.

X X 

2.n. ......... Appropriate approach lighting 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.X X 

2.o. ......... Representative gate docking aids or a marshaller ............................................................................................... X X 

2.p. ......... Portrayal of physical 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 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.

X 

2.q. ......... Portrayal of runway surface contaminants, including runway lighting reflections when wet and partially obscured lights when snow is present, or suitable alternative effects.X 


sroberts on PROD1PC70 with RULES
26560 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE A3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

3. ................... Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, 

B, C, and D. 

3.a. ......... Runway and approach lighting must fade into view in accordance with the environmental conditions set in 

the simulator, and the distance from the object.

X X X X 

3.b. ......... The direction of strobe lights, approach lights, runway edge lights, visual landing aids, runway centerline 

lights, threshold lights, and touchdown zone lights must be replicated.

X X X X 

4. ................... Visual feature recognition. The following is 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° 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. 

4.a. ......... Runway definition, strobe lights, approach lights, and runway edge white lights from 5 sm (8 km) of the runway threshold.X X X X 

4.b. ......... Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the runway threshold ...................................... X X 

4.c. ......... Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the runway threshold ...................................... X X 

4.d. ......... Runway centerline lights and taxiway definition from 3 sm (5 km) ..................................................................... X X X X 

4.e. ......... Threshold lights and touchdown zone lights from 2 sm (3 km) ........................................................................... X X X X 

4.f. .......... Runway markings within range of landing lights for night scenes as required by the surface resolution test 

on day scenes.

X X X X 

4.g. ......... For circling approaches, the runway of intended landing and associated lighting must fade into view in a 

non-distracting manner.

X X X X 

5. ................... Airport model content. The following sets out the minimum requirements for what must be provided in an airport 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 SOQ (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. Airport model detail must be developed using airport pictures, construction drawings and maps, or other similar 

data, or developed in accordance with published regulatory material; however, this does not require that such models contain 

details that are beyond the design capability of the currently qualified visual system. Only one ‘‘primary’’ taxi route from parking 

to the runway end will be required for each ‘‘in-use’’ runway. 

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: 

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 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26561 

TABLE A3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

(iv) Centerline lights, if appropriate ...................................................................................................................... X X X X 

(v) Touchdown zone lights, if appropriate ............................................................................................................ X X X X 

(vi) Leadoff lights, if appropriate ........................................................................................................................... X X X X 

(vii) Appropriate visual landing aid(s) for that runway .......................................................................................... X X X X 

(viii) Appropriate approach lighting system for that runway ................................................................................. X X X X 

5.b.2. The taxiway surface and markings associated with each ‘‘in-use’’ runway must include the following: 

(i) Edge ................................................................................................................................................................. X X X X 

(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 X 

(ii) Centerline, if appropriate ................................................................................................................................. X X X X 

(iii) Runway hold and ILS critical area lights ........................................................................................................ X X X X 

(iv) Edge lights of correct color ............................................................................................................................ X X 

5.b.4. Airport signage associated with each ‘‘in-use’’ runway must include the following: 

(i) Distance remaining signs, if appropriate .......................................................................................................... X X X X 

(ii) Signs at intersecting runways and taxiways ................................................................................................... X X X X 

(iii) Signs described in entries 2.h. and 2.i. of this table ...................................................................................... X X X X 

5.b.5. Required airport model correlation with other aspects of the airport environment simulation: 

(i) The airport model must be properly aligned with the navigational aids that are associated with operations 

at the runway ‘‘in-use’’.

X X X X 

(ii) The simulation of runway contaminants must be correlated with the displayed runway surface and lighting 

where applicable.

X 

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 aerodynamic programming ............................................................................... X X X X 

6.b. ......... Visual cues to assess sink rate and depth perception during landings ............................................................... X X X 

6.c. ......... Accurate portrayal of environment relating to flight simulator attitudes ............................................................... X X X X 

6.d. ......... The airport model and the generated visual scene must correlate with integrated airplane systems (e.g., terrain, traffic and weather avoidance systems and Head-up Guidance System (HGS)).X X 

6.e. ......... Representative visual effects for each visible, own-ship, airplane external light(s)—taxi and landing light 

lobes (including independent operation, if appropriate).

X X X X 

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 Levels A, B, C, and 

D. 

7.a. ......... Surfaces and textural cues must be free from apparent and distracting quantization (aliasing) ........................ X X 

7.b. ......... System capable of portraying full color realistic textural cues ............................................................................. X X 


sroberts on PROD1PC70 with RULES
26562 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE A3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

7.c. ......... The system light points must be free from distracting jitter, smearing or streaking ............................................ X X X X 

7.d. ......... Demonstration of occulting through each channel of the system in an operational scene ................................. X X 

7.e. ......... Demonstration of a minimum of ten levels of occulting through each channel of the system in an operational 

scene.

X X 

7.f. .......... System capable of providing focus effects that simulate rain .............................................................................. X X 

7.g. ......... System capable of providing focus effects that simulate light point perspective growth .................................... X X 

7.h. ......... System capable of six discrete light step controls (0–5) ..................................................................................... X X X X 

8. ................... Environmental effects. The following are the minimum environmental effects that must be available as indicated. 

8.a. ......... The displayed scene corresponding to the appropriate surface contaminants and include runway lighting reflections for wet, partially obscured lights for snow, or alternative effects.X X 

8.a.1. Special weather representations which include: 

(i) The sound, motion and visual 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.

X X 

(ii) One airport with a snow scene to include terrain snow and snow-covered taxiways and runways .............. X X 

8.b. ......... In-cloud effects such as variable cloud density, speed cues and ambient changes ........................................... X X 

8.c. ......... The effect of multiple cloud layers representing few, scattered, broken and overcast conditions giving partial 

or complete obstruction of the ground scene.

X X 

8.d. ......... Visibility and RVR measured in terms of distance. Visibility/RVR checked at 2,000 ft (600 m) above the airport and at two heights below 2000 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.

X X X X 

8.e. ......... Patchy fog giving the effect of variable RVR ....................................................................................................... X X 

8.f. .......... Effects of fog on airport lighting such as halos and defocus ............................................................................... X X 

8.g. ......... Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, strobes, and

beacons.

X X 

8.h. ......... Wind cues to provide the effect of blowing snow or sand across a dry runway or taxiway selectable from the 

instructor station.

X X 

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., cloud base, cloud effects, cloud density, visibility in statute miles/kilometers and 

RVR in feet/meters.

X X X X 

9.b. ......... Airport selection .................................................................................................................................................... X X X X 

9.c. ......... Airport lighting, including variable intensity .......................................................................................................... X X X X 

9.d. ......... Dynamic effects including ground and flight traffic .............................................................................................. X X 


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TABLE A3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry No. For qualification at the stated level—Class I airport models 

Simulator level 

A B C D 

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, does not cause changes in navigational radio frequencies, and does not cause 

undue instructor/evaluator time.

11. ................. Sponsors are not required to provide every detail of a runway, but the detail that is provided should be correct within the capabilities of the system.

End Information 

TABLE A3C.—FUNCTIONS AND SUBJECTIVE TESTS

QPS requirements 

Entry 

No. Additional airport models beyond minimum required for qualification—Class II airport models 

Simulator level 

A B C D 

This table specifies the minimum airport model content and functionality necessary to add airport models to a simulator’s 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. ......... Airport model management. The following is the minimum airport model management requirements for simulators at Levels A, B, C, 

and D. 

1.a. The direction of strobe lights, 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.

X X X X 

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° 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, approach lights, and runway edge white lights from 5 sm (8 km) from the runway 

threshold.

X X X X 

2.b. Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) from the runway threshold ........................................... X X 

2.c. Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) from the runway threshold ........................................... X X 

2.d. Runway centerline lights and taxiway definition from 3 sm (5 km) from the runway threshold ................................... X X X X 

2.e. Threshold lights and touchdown zone lights from 2 sm (3 km) from the runway threshold ......................................... X X X X 

2.f. Runway markings within range of landing lights for night scenes and as required by the surface resolution requirements on day scenes.X X X X 

2.g. For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-distracting manner.X X X X 


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TABLE A3C.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. Additional airport models beyond minimum required for qualification—Class II airport models 

Simulator level 

A B C D 

3. ......... Airport model content The following prescribes the minimum requirements for what must be provided in an airport 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 developed using airport pictures, construction drawings and maps, or other similar data, or developed 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. Only one ‘‘primary’’ taxi route from parking to the runway end will be required for each 

‘‘in-use’’ runway. 

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 appropriate ........................................................................................................................... X X X X 

3.b.6. ... Leadoff lights, if appropriate .......................................................................................................................................... X X X X 

3.b.7. ... Appropriate visual landing aid(s) for that runway .......................................................................................................... X X X X 

3.b.8. ... Appropriate approach lighting system for that runway .................................................................................................. X X X X 

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 lights ....................................................................................................................... X X X X 

4. ......... Required model correlation with other aspects of the airport environment simulation The following are the minimum model correlation tests that must be conducted for simulators at Levels A, B, C, and D. 

4.a. The airport model must be properly aligned with the navigational aids that are associated with operations at the 

‘‘in-use’’ runway.

X X X X 

4.b. Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause distracting or unrealistic effects.X X X X 

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. 


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TABLE A3C.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. Additional airport models beyond minimum required for qualification—Class II airport models 

Simulator level 

A B C D 

5.a. ... Visual system compatibility with aerodynamic programming ........................................................................................ X X X X 

5.b. Accurate portrayal of environment relating to flight simulator attitudes ........................................................................ X X X X 

5.c. Visual cues to assess sink rate and depth perception during landings ........................................................................ X X X 

5.d. Visual effects for each visible, own-ship, airplane external light(s) ............................................................................... X X X 

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 must be free of apparent and distracting quantization (aliasing) ...................................... X X 

6.b. ...... Correct color and realistic textural cues ........................................................................................................................ X X 

6.c. ....... Light points free from distracting jitter, smearing or streaking ...................................................................................... X X X X 

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 base (if used), cloud effects, cloud density, visibility in statute miles/kilometers 

and RVR in feet/meters.

X X X X 

7.b. Airport selection ............................................................................................................................................................. X X X X 

7.c. Airport lighting including variable intensity ..................................................................................................................... X X X X 

7.d. Dynamic effects including ground and flight traffic ........................................................................................................ X X 

End QPS Requirements 

Begin Information 

8. ......... Sponsors are not required to provide every detail of a runway, but the detail that is provided must be correct within the capabilities of the system.X X X X 

End Information 

TABLE A3D.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements Information 

Entry 

no. Motion system effects 

Simulator level 

Notes 

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, oleo deflection, ground speed, uneven 

runway, runway and taxiway centerline light characteristics: 

Procedure: After the airplane has been pre-set to the 

takeoff position and then released, taxi at various 

speeds with a smooth runway and note the general 

characteristics of the simulated runway rumble effects 

of oleo deflections. Repeat the maneuver with a runway roughness of 50%, then with maximum roughness. Note the associated motion vibrations affected 

by ground speed and runway roughness.

X X X X Different gross weights can also be selected, which 

may also affect the associated vibrations depending 

on airplane type. The associated motion effects for 

the above tests should also include an assessment of 

the effects of rolling over centerline lights, surface 

discontinuities of uneven runways, and various taxiway characteristics. 

2. ......... Buffets on the 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.

X X X X 


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TABLE A3D.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements Information 

Entry 

no. Motion system effects 

Simulator level 

Notes 

A B C D 

3. ......... Bumps associated 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.

X X X X 

4. ......... Buffet during extension and retraction of landing gear: 

Procedure: Operate the landing gear. Check that the 

motion cues of the buffet experienced represent the 

actual airplane.

X X X X 

5. ......... Buffet in the air 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.

X X X X 

6. ......... Approach to stall 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.

X X X X 

7. ......... Touchdown cues 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 airplane.

X X X X 

8. ......... Nosewheel scuffing: 

Procedure: Taxi at various ground speeds and manipulate the nosewheel steering to cause yaw rates to develop that cause the nosewheel to vibrate against the 

ground (‘‘scuffing’’). Evaluate the speed/nosewheel 

combination needed to produce scuffing and check 

that the resultant vibrations are representative of the 

actual airplane.

X X X X 

9. ......... Thrust effect with brakes set: 

Procedure: Set the brakes on at the 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.

X X X X This effect is most discernible with wing-mounted engines. 

10. ....... Mach and maneuver 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.

X X X 


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TABLE A3D.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements Information 

Entry 

no. Motion system effects 

Simulator level 

Notes 

A B C D 

11. ....... Tire failure dynamics: 

Procedure: Simulate a single tire failure and a multiple 

tire failure.

X X The pilot may notice some yawing with a multiple tire 

failure selected on the same 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 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. Note the associated engine instruments varying according to the 

nature of the malfunction and note the replication of 

the effects of the airframe vibration.

X X X 

13. ....... Tail strikes and 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.

Excessive banking of the airplane during its take-off/ 

landing roll can cause a pod strike.

X X X 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. 

TABLE A3E.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry 

No. Sound system 

Simulator level 

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 perceptible to the pilot during normal operations ............................................................... X X 

4. ......... Abnormal operations for which there are associated sound cues including, engine malfunctions, landing gear/tire 

malfunctions, tail and engine pod strike and pressurization malfunction.

X X 

5. ......... Sound of a crash when the flight simulator is landed in excess of limitations ............................................................. .... .... X X 

TABLE A3F.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry 

No. Special effects 

Simulator level 

A B C D 

This table specifies the minimum special effects necessary for the specified simulator level. 

1. ......... Braking Dynamics: 

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.

X X 

2. ......... Effects of Airframe and Engine Icing: X X 

Required only for those airplanes authorized for operations in known icing conditions.


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TABLE A3F.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry 

No. Special effects 

Simulator level 

A B C D 

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

QPS Requirements 

Entry 

No. Special effects 

Simulator level 

A B C D 

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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TABLE A3G.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry 

No. Special effects 

Simulator level 

A B C D 

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 

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

lllllllllllllllllllll

Begin Information 

1. Introduction 

a. The following is an example test 

schedule for an Initial/Upgrade evaluation 

that covers the majority of the requirements 

set out in the Functions and Subjective test 

requirements. It is not intended that the 

schedule be followed line by line, rather, the 

example should be used as a guide for 

preparing a schedule that is tailored to the 

airplane, sponsor, and training task. 

b. Functions and subjective tests should be 

planned. This information has been 

organized as a reference document with the 

considerations, methods, and evaluation 

notes for each individual aspect of the 

simulator task presented as an individual 

item. In this way the evaluator can design 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. 

(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) Nosewheel 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 airport 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) Airport Model 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 quantization (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. 


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(b) Lightning/thunder. 

(c) Snow/ice runway surface scene. 

(d) Fog. 

h. Takeoff. Select one or several of the 

following test cases: 

(1) T/O Configuration Warnings. 

(2) Engine Takeoff Readings. 

(3) Rejected Takeoff (Dry/Wet/Icy Runway) 

and check the following: 

(a) Autobrake function. 

(b) Anti-skid operation. 

(c) Motion/visual effects during 

deceleration. 

(d) Record stopping distance (use runway 

plot or runway lights remaining). 

Continue taxiing along the runway while 

applying brakes and check the following: 

(e) Center line lights alternating red/white 

for 2000 feet/600 meters. 

(f) Center line lights all red for 1000 feet/ 

300 meters. 

(g) Runway end, red stop bars. 

(h) Braking fade effect. 

(i) Brake temperature indications. 

(4) Engine Failure between VI and V2. 

(5) Normal Takeoff: 

(a) During ground roll check the following: 

(i) Runway rumble. 

(ii) Acceleration cues. 

(iii) Groundspeed effects. 

(iv) Engine sounds. 

(v) Nosewheel and rudder pedal steering. 

(b) During and after rotation, check the 

following: 

(i) Rotation characteristics. 

(ii) Column force during rotation. 

(iii) Gear uplock sounds/bumps. 

(iv) Effect of slat/flap retraction during 

climbout. 

(6) Crosswind Takeoff (check the 

following): 

(a) Tendency to turn into or out of the 

wind. 

(b) Tendency to lift upwind wing as 

airspeed increases. 

(7) Windshear during Takeoff (check the 

following): 

(a) Controllable during windshear 

encounter. 

(b) Performance adequate when using 

correct techniques. 

(c) Windshear Indications satisfactory. 

(d) Motion cues satisfactory (particularly 

turbulence). 

(8) Normal Takeoff with Control 

Malfunction. 

(9) Low Visibility T/O (check the 

following): 

(a) Visual cues. 

(b) Flying by reference to instruments. 

(c) SID Guidance on LNAV. 

i. Climb Performance. Select one or several 

of the following test cases: 

(1) Normal Climb—Climb while 

maintaining recommended speed profile and 

note fuel, distance and time. 

(2) Single Engine Climb—Trim aircraft in 

a zero wheel climb at V2. 

Note: Up to 5° bank towards the operating 

engine(s) is permissible. Climb for 3 minutes 

and note fuel, distance, and time. Increase 

speed toward en route climb speed and 

retract flaps. Climb for 3 minutes and note 

fuel, distance, and time. 

j. Systems Operation During Climb. 

Check normal operation and malfunctions 

as appropriate for the following systems: 

(1) Air conditioning/Pressurization/ 

Ventilation. 

(2) Autoflight. 

(3) Communications. 

(4) Electrical. 

(5) Fuel. 

(6) Icing Systems. 

(7) Indicating and Recording Systems. 

(8) Navigation/FMS. 

(9) Pneumatics. 

k. Cruise Checks. Select one or several of 

the following test cases: 

(1) Cruise Performance. 

(2) High Speed/High Altitude Handling 

(check the following): 

(a) Overspeed warning. 

(b) High Speed buffet. 

(c) Aircraft control satisfactory. 

(d) Envelope limiting functions on 

Computer Controlled Aircraft. 

Reduce airspeed to below level flight buffet 

onset speed, start a turn, and check the 

following: 

(e) High Speed buffet increases with G 

loading. 

Reduce throttles to idle and start descent, 

deploy the speedbrake, and check the 

following: 

(f) Speedbrake indications. 

(g) Symmetrical deployment. 

(h) Airframe buffet. 

(i) Aircraft response hands off. 

(3) Yaw Damper Operation. Switch off yaw 

dampers and autopilot. Initiate a Dutch roll 

and check the following: 

(a) Aircraft dynamics. 

(b) Simulator motion effects. 

Switch on yaw dampers, re-initiate a Dutch 

roll and check the following: 

(c) Damped aircraft dynamics. 

(4) APU Operation. 

(5) Engine Gravity Feed. 

(6) Engine Shutdown and Driftdown 

Check: FMC operation Aircraft performance. 

(7) Engine Relight. 

l. Descent. Select one of the following test 

cases: 

(1) Normal Descent. Descend while 

maintaining recommended speed profile and 

note fuel, distance and time. 

(2) Cabin Depressurization/Emergency 

Descent. 

m. Medium Altitude Checks. Select one or 

several of the following test cases: 

(1) High Angle of Attack/Stall. Trim the 

aircraft at 1.4 Vs, establish 1 kt/sec 2

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 Aircraft. 

Recover to straight and level flight and 

check the following: 

(f) Handling characteristics satisfactory. 

(2) Turning Flight. Roll aircraft to left, 

establish a 30° to 45° bank angle, and check 

the following: 

(a) Stick force required, satisfactory. 

(b) Wheel requirement to maintain bank 

angle. 

(c) Slip ball response, satisfactory. 

(d) Time to turn 180°. 

Roll aircraft from 45° bank one way to 45° 

bank the opposite direction while 

maintaining altitude and airspeed—check the 

following: 

(e) Controllability during maneuver. 

(3) Degraded flight controls. 

(4) Holding Procedure (check the 

following:) 

(a) FMC operation. 

(b) Autopilot 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 

nosewheel. 

(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) Radio aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(6) Non-precision Approach—All Engines 

Operating. 

(a) Aircraft handling. 

(b) Radio Aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(7) Circling Approach. 

(a) Aircraft handling. 

(c) Radio Aids and instruments. 

(d) Airport model content and cues. 

(e) Motion cues. 

(f) Sound cues. 

(8) Non-precision Approach—One Engine 

Inoperative. 


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(a) Aircraft handling. 

(b) Radio Aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(9) One Engine Inoperative Go-around. 

(a) Aircraft handling. 

(b) Radio Aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(10) CAT I Approach and Landing with 

raw-data ILS. 

(a) Aircraft handling. 

(b) Radio Aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(11) CAT I Approach and Landing with 

Limiting Crosswind. 

(a) Aircraft handling. 

(b) Radio Aids and instruments. 

(c) Airport model content and cues. 

(d) Motion cues. 

(e) Sound cues. 

(12) CAT I Approach with Windshear. 

Check the following: 

(a) Controllable during windshear 

encounter. 

(b) Performance adequate when using 

correct techniques. 

(c) Windshear indications/warnings. 

(d) Motion cues (particularly turbulence). 

(13) CAT II Approach and Automatic GoAround. 

(14) CAT III Approach and Landing—

System Malfunctions. 

(15) CAT III Approach and Landing—1 

Engine Inoperative. 

(16) GPWS evaluation. 

o. Visual Scene—In-Flight Assessment. 

Select three (3) different visual models and 

perform the following checks with ‘‘day,’’

‘‘dusk,’’ and ‘‘night’’ (as appropriate) 

selected. Reposition the aircraft at or below 

2000 feet within 10 nm of the airfield. Fly the 

aircraft around the airport environment and 

assess control of the visual system and 

evaluate the Airport model content as 

described below: 

(1) Visual Controls. 

(a) Daylight, Dusk, Night Scene Controls. 

(b) Environment Light Controls. 

(c) Runway Light Controls. 

(d) Taxiway Light Controls. 

(e) Approach Light Controls. 

(2) Airport model 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 quantization (aliasing), 

color, 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) Airport model 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) Airport model 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) Airport model 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) Airport model content. 

(a) Runway markings. 

Set the weather to Category I conditions 

and check the following: 

(7) Airport model 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) Airport model content. 

(a) Visual ground segment. 

Select night/dusk (twilight) conditions and 

check the following: 

(9) Airport model 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) Airport model content. 

(a) Visual ground segment. 

Set WX to a typical ‘‘missed approach? 

weather condition, release Flight Freeze, reselect Flight Freeze at 15 feet radio altitude, 

and check the following: 

(11) Airport model content. 

(a) Visual ground segment. 

When on the ground, stop the aircraft. Set 

0 feet RVR, ensure strobe/beacon tights are 

switched on and check the following: 

(12) Airport model 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) Airport model content. 

(a) Visual cues during flare to assess sink 

rate. 

(b) Visual cues during flare to assess Depth 

perception. 

(c) Flight deck height above ground. 

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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BILLING CODE 4910–13–C 

Attachment 5 to Appendix A to Part 60—

Simulator Qualification Requirements for 

Windshear Training Program Use 

lllllllllllllllllllll

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 appropriate for the 

portion of the flight envelope: 

(1) Rapid airspeed change of at least ±15 

knots (kts). 

(2) Stagnation of airspeed during the 

takeoff roll. 

(3) Rapid vertical speed change of at least 

±500 feet per minute (fpm). 

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

b. Be adjustable in intensity (or other 

parameter to achieve an intensity effect) to at 

least two (2) levels so that upon encountering 

the windshear the pilot may identify its 

presence and apply the recommended 

procedures for escape from such a 

windshear. 

(1) If the intensity is lesser, the 

performance capability of the simulated 

airplane in the windshear permits the pilot 

to maintain a satisfactory flightpath; and 

(2) If the intensity is greater, the 

performance capability of the simulated 

airplane in the windshear does not permit 

the pilot to maintain a satisfactory flightpath 

(crash). Note: The means used to accomplish 

the ‘‘nonsurvivable’’ scenario of paragraph 

3.b.(2) of this attachment, that involve 

operational elements of the simulated 

airplane, must reflect the dispatch limitations 

of the airplane. 

c. Be available for use in the FAAapproved windshear flight training program. 

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 

during the takeoff demonstration (through 

calm air and through the first selected 

survivable windshear), and at the same gross 

weight, airplane configuration, and initial 

airspeed during the approach demonstration 

(through calm air and 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 


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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. Continuing qualification 

evaluation schedules will be used to the 

maximum extent possible. 

c. During the on-site evaluation, the 

evaluator will ask the operator to run the 

performance tests and record the results. The 

results of these on-site tests will be compared 

to those results previously approved and 

placed in the QTG or MQTG, as appropriate. 

d. QTGs for new (or MQTGs for upgraded) 

simulators must contain or reference the 

information described in paragraphs 2, 3, 4, 

and 5 of this attachment. 

End QPS Requirements 

lllllllllllllllllllll

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 

lllllllllllllllllllll

Attachment 6 to Appendix A to Part 60—

FSTD Directives Applicable to Airplane 

Flight Simulators 

Flight Simulation Training Device (FSTD) 

Directive 

FSTD Directive 1. Applicable to all Full 

Flight Simulators (FFS), regardless of the 

original qualification basis and qualification 

date (original or upgrade), having Class II or 

Class III airport models available. 

Agency: Federal Aviation Administration 

(FAA), DOT. 

Action: This is a retroactive requirement to 

have all Class II or Class III airport models 

meet current requirements. 

lllllllllllllllllllll

Summary: Notwithstanding the 

authorization listed in paragraph 13b in 

Appendices A and C of this part, this FSTD 

Directive requires each certificate holder to 

ensure that by May 30, 2009, except for the 

airport model(s) used to qualify the simulator 

at the designated level, each airport model 

used by the certificate holder’s instructors or 

evaluators for training, checking, or testing 

under this chapter in an FFS, meets the 

definition of a Class II or Class III airport 

model as defined in 14CFR part 60. The 

completion of this requirement will not 

require a report, and the method used for 

keeping instructors and evaluators apprised 

of the airport models that meet Class II or 

Class III requirements on any given simulator 

is at the option of the certificate holder 

whose employees are using the FFS, but the 

method used must be available for review by 

the TPAA for that certificate holder. 

Dates: FSTD Directive 1 becomes effective 

on May 30, 2008. 

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 an SOQ for a 

specific FSTD level. 

2. FFSs also require the installation of a 

visual system that is capable of providing an 

out-of-the-flight-deck view of airport models. 

However, historically these airport models 

were not routinely evaluated or required to 

meet any standardized criteria. This has led 

to qualified simulators containing 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 May 30, 2009, except for the 

airport model(s) used to qualify the simulator 

at the designated level, each certificate 

holder must assure that each airport model 

used for training, testing, or checking under 

this chapter in a qualified FFS meets the 

definition of a Class II or Class III airport 

model as defined in Appendix F of this part. 

4. 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 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 v 

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 models the instructor must be able 

to exercise. 

5. For circling approaches, all requirements 

of this section apply to the runway used for 

the initial approach and to the runway of 

intended landing. 

6. The details in these models must be 

developed using airport pictures, 

construction drawings and maps, or other 

similar data, or developed in accordance 

with published regulatory material. However, 

this FSTD DIRECTIVE 1 does not require that 

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 

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colored lights, the display cannot 

accommodate that color). 

7. A copy of this Directive must be filed 

in the MQTG 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 

lllllllllllllllllllll

Begin Information 

This appendix establishes the standards for 

Airplane FTD evaluation and qualification at 

Level 4, Level 5, or Level 6. The Flight 

Standards Service, NSPM, is responsible for 

the development, application, and 

implementation of the standards contained 

within this appendix. The procedures and 

criteria specified in this appendix will be 

used by the NSPM, or a person or persons 

assigned by the NSPM when conducting 

airplane FTD evaluations. 

Table of Contents 

1. Introduction 

2. Applicability (§§ 60.1 and 60.2). 

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the Sponsor 

(§ 60.9). 

8. FTD Use (§ 60.11). 

9. FTD Objective Data Requirements 

(§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

FTD (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16). 

13. Previously Qualified FTDs (§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance 

Requirements (§ 60.19). 

15. Logging FTD Discrepancies (§ 60.20). 

16. Interim Qualification of FTDs for New 

Airplane Types or Models (§ 60.21). 

17. Modifications to FTDs (§ 60.23). 

18. Operations with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.29). 

21. Record Keeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or 

Incorrect Statements (§ 60.33). 

23. [Reserved] 

24. Levels of FTD. 

25. FTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement 

(BASA) (§ 60.37). 

Attachment 1 to Appendix B to Part 60—

General FTD Requirements. 

Attachment 2 to Appendix B to Part 60—

Flight Training Device (FTD) Objective 

Tests. 

Attachment 3 to Appendix B to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation. 

Attachment 4 to Appendix B to Part 60—

Sample Documents. 

End Information 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

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: 9-aso-avr-sim-team@faa.gov. 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, ACs, 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 120–28, as amended, Criteria for 

Approval of Category III Landing Weather 

Minima. 

(11) AC 120–29, as amended, Criteria for 

Approving Category I and Category II 

Landing Minima for part 121 operators. 

(12) AC 120–35, as amended, Line 

Operational Simulations: Line-Oriented 

Flight Training, Special Purpose Operational 

Training, Line Operational Evaluation. 

(13) AC 120–41, as amended, Criteria for 

Operational Approval of Airborne Wind 

Shear Alerting and Flight Guidance Systems. 

(14) AC 120–45, as amended, Airplane 

Flight Training Device Qualification. 

(14) AC 120–57, as amended, Surface 

Movement Guidance and Control System 

(SMGCS). 

(15) AC 150/5300–13, as amended, Airport 

Design. 

(16) AC 150/5340–1, as amended, 

Standards for Airport Markings. 

(17) AC 150/5340–4, as amended, 

Installation Details for Runway Centerline 

Touchdown Zone Lighting Systems. 

(18) AC 150/5340–19, as amended, 

Taxiway Centerline Lighting System. 

(19) AC 150/5340–24, as amended, 

Runway and Taxiway Edge Lighting System. 

(20) AC 150/5345–28, as amended, 

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. 

(28) Aeronautical Radio, Inc. (ARINC) 

document number 436, titled Guidelines For 

Electronic Qualification Test Guide (as 

amended). 

(29) Aeronautical Radio, Inc. (ARINC) 

document 610, Guidance for Design and 

Integration of Aircraft Avionics Equipment in 

Simulators (as amended). 

lllllllllllllllllllll

End Information 

2. Applicability (§§ 60.1 and 60.2) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.1, Applicability, or to 

§ 60.2, Applicability of sponsor rules to 

person who are not sponsors and who are 

engaged in certain unauthorized activities. 


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3. Definitions (§ 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 

(§ 60.4) 

No additional regulatory or informational 

material applies to § 60.4, Qualification 

Performance Standards. 

5. Quality Management System (§ 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 

lllllllllllllllllllll

6. Sponsor Qualification Requirements. 

(§ 60.7). 

lllllllllllllllllllll

Begin Information 

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

to have a specific FTD, identified by the 

sponsor, used at least once in an FAAapproved flight training program for the 

airplane simulated during the 12-month 

period described. The identification of the 

specific FTD may change from one 12-month 

period to the next 12-month period as long 

as that sponsor sponsors and uses at least one 

FTD at least once during the prescribed 

period. There is no minimum number of 

hours or minimum FTD periods required. 

b. The following examples describe 

acceptable operational practices: 

(1) Example One. 

(a) A sponsor is sponsoring a single, 

specific FTD for its own use, in its own 

facility or elsewhere— this single FTD forms 

the basis for the sponsorship. The sponsor 

uses that FTD at least once in each 12-month 

period in that sponsor’s FAA-approved flight 

training program for the airplane simulated. 

This 12-month period is established 

according to the following schedule: 

(i) If the FTD was qualified prior to May 

30, 2008, the 12-month period begins on the 

date of the first continuing qualification 

evaluation conducted in accordance with 

§ 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 

§ 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FTD use required. 

(c) The identification of the specific FTD 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FTD at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FTDs, in its facility or elsewhere. 

Each additionally sponsored FTD must be—

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

FAA-approved flight training program for the 

airplane simulated (as described in 

§ 60.7(d)(1)); or 

(ii) Used by another FAA certificate holder 

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

airplane simulated (as described in 

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

established in the same manner as in 

example one; or 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

airplane, not the subject FTD or another FTD, 

during the preceding 12-month period) 

stating that the subject FTD’s performance 

and handling qualities represent the airplane 

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

is provided at least once in each 12-month 

period established in the same manner as in 

example one. 

(b) There is no minimum number of hours 

of FTD use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

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

instructor and/or technician training/ 

checking requirements, 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 § 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 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FTD. 

8. FTD Use (§ 60.11) 

No additional regulatory or informational 

material applies to § 60.11, FTD use. 

End Information 

lllllllllllllllllllll

9. FTD Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

Begin QPS Requirements 

a. Flight test data used to validate FTD 

performance and handling qualities must 

have been gathered in accordance with a 

flight test program containing the following: 

(1) A flight test plan consisting of: 

(a) The maneuvers and procedures 

required for aircraft certification and 

simulation programming and validation. 

(b) For each maneuver or procedure—

(i) The procedures and control input the 

flight test pilot and/or engineer used. 

(ii) The atmospheric and environmental 

conditions. 

(iii) The initial flight conditions. 

(iv) The airplane configuration, including 

weight and center of gravity. 

(v) The data to be gathered. 

(vi) All other information necessary to 

recreate the flight test conditions in the FTD. 

(2) Appropriately qualified flight test 

personnel. 

(3) An understanding of the accuracy of the 

data to be gathered using appropriate 

alternative data sources, procedures, and 

instrumentation that is traceable to a 

recognized standard as described in 

Attachment 2, Table B2F of this appendix. 

(4) Appropriate and sufficient data 

acquisition equipment or system(s), 

including appropriate data reduction and 

analysis methods and techniques, 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 B; 

(4) With any necessary guidance 

information provided; and 

(5) Without alteration, adjustments, or bias. 

Data may be corrected to address known data 

calibration errors provided that an 

explanation of the methods used to correct 

the errors appears in the QTG. The corrected 

data may be re-scaled, digitized, or otherwise 

manipulated to fit the desired presentation. 

c. After completion of any additional flight 

test, a flight test report must be submitted in 

support of the validation data. The report 

must contain sufficient data and rationale to 

support qualification of the FTD at the level 

requested. 

d. As required by § 60.13(f), the sponsor 

must notify the NSPM when it becomes 

aware that an addition to or a revision of the 

flight related data or airplane systems related 

data is available if this data is used to 

program and operate a qualified FTD. The 

data referred to in this sub-section are those 

data that are used to validate the 

performance, handling qualities, or other 

characteristics of the aircraft, including data 

related to any relevant changes occurring 

after the type certification is issued. The 

sponsor must—


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(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 

lllllllllllllllllllll

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 QTG, the 

sponsor should submit to the NSPM for 

approval, a descriptive document (see 

Appendix A, Table A2C, Sample Validation 

Data Roadmap for Airplanes) 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-bycase 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 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the FTD 

(§& 60.14). 

lllllllllllllllllllll

Begin Information 

a. In the event that the NSPM determines 

that special equipment or specifically 

qualified persons will be required to conduct 

an evaluation, the NSPM will make every 

attempt to notify the sponsor at least one (1) 

week, but in no case less than 72 hours, in 

advance of the evaluation. Examples of 

special equipment include flight control 

measurement devices, accelerometers, or 

oscilloscopes. Examples of specially 

qualified personnel include individuals 

specifically qualified to install or use any 

special equipment when its use is required. 

b. Examples of a special evaluation include 

an evaluation conducted after: An FTD is 

moved; at the request of the TPAA; or as a 

result of comments received from users of the 

FTD that raise questions about the continued 

qualification or use of the FTD. 

End Information 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

lllllllllllllllllllll

Begin QPS Requirement 

a. In order to be qualified at a particular 

qualification level, the FTD must: 

(1) Meet the general requirements listed in 

Attachment 1 of this appendix; 

(2) Meet the objective testing requirements 

listed in Attachment 2 of this appendix 

(Level 4 FTDs do not require objective tests); 

and 

(3) Satisfactorily accomplish the subjective 

tests listed in Attachment 3 of this appendix. 

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

include all of the following: 

(1) A statement that the FTD meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

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

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) Except for a Level 4 FTD, a 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, of this appendix, 

for a sample QTG cover page). 

(2) A continuing qualification evaluation 

requirements page. This page will be used by 

the NSPM to establish and record the 

frequency with which continuing 

qualification evaluations must be conducted 

and any subsequent changes that may be 

determined by the NSPM in accordance with 

§ 60.19. See Attachment 4, Figure B4G, of 

this appendix, 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, of 

this appendix, 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. 

(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). 


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(8) Statements of compliance and 

capability (SOCs) with certain requirements. 

(9) Recording procedures or equipment 

required to accomplish the objective tests. 

(10) The following information for each 

objective test designated in Attachment 2 of 

this appendix, 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. 

An electronic copy of the copy of the MQTG 

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 

lllllllllllllllllllll

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 of this 

appendix, the objective tests listed in 

Attachment 2 of this appendix, 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; 

(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 


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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 an 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 of this appendix. 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, of this appendix. 

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, of this appendix. 

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 § 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 § 60.15(g)(6), include 

engine out maneuvers or circling approaches. 

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16). 

No additional regulatory or informational 

material applies to § 60.16, Additional 

Qualifications for a Currently Qualified FTD. 

End Information 

lllllllllllllllllllll

13. Previously Qualified FTDs (§ 60.17). 

lllllllllllllllllllll

Begin QPS Requirements 

a. In instances where a sponsor plans to 

remove an FTD from active status for a 

period of less than two years, the following 

procedures apply: 

(1) The NSPM must be notified in writing 

and the notification must include an estimate 

of the period that the FTD will be inactive; 

(2) Continuing Qualification evaluations 

will not be scheduled during the inactive 

period; 

(3) The NSPM will remove the FTD from 

the list of qualified FTDs 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] 

d. FTDs qualified prior to May 30, 2008, 

may be updated. If an evaluation is deemed 

appropriate or necessary by the NSPM after 

such an update, the evaluation will not 

require an evaluation to standards beyond 

those against which the FTD was originally 

qualified. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

e. 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 FAAapproved flight training program. Such FTDs 

are not required to undergo an additional 

qualification process, except as described in 

§ 60.16. 

f. Each FTD user must obtain approval 

from the appropriate TPAA to use any FTD 

in an FAA-approved flight training program. 

g. The intent of the requirement listed in 

§ 60.17(b), for each FTD to have an SOQ 

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. 

h. Downgrading of an FTD is a permanent 

change in qualification level and will 

necessitate the issuance of a revised SOQ 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. 

i. The NSPM will determine the evaluation 

criteria for an FTD that has been removed 

from active status for a prolonged period. The 

criteria will be based on the number of 

continuing qualification evaluations and 

quarterly inspections missed during the 

period of inactivity. For example, if the FTD 

were out of service for a 1 year period, it 

would be necessary to complete the entire 

QTG, since all of the quarterly evaluations 

would have been missed. The NSPM will 

also consider how the FTD was stored, 

whether parts were removed from the FTD 

and whether the FTD was disassembled. 

j. The FTD will normally be requalified 

using the FAA-approved MQTG and the 

criteria that was in effect prior to its removal 

from qualification. However, inactive periods 

of 2 years or more will require requalification under the standards in effect 

and current at the time of requalification. 

End Information 

lllllllllllllllllllll

14. Inspection, Continuing Qualification, 

Evaluation, and Maintenance Requirements 

(§ 60.19). 

lllllllllllllllllllll

Begin QPS Requirement 

a. The sponsor must conduct a minimum 

of four evenly spaced inspections throughout 

the year. The objective test sequence and 

content of each inspection in this sequence 

must be developed by the sponsor and must 

be acceptable to the NSPM. 

b. The description of the functional 

preflight check 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 

lllllllllllllllllllll

Begin Information 

e. The sponsor’s test sequence and the 

content of each quarterly inspection required 


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

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FTD systems. 

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 § 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 

§ 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 FTD Discrepancies (§ 60.20) 

No additional regulatory or informational 

material applies to § 60.20. Logging FTD 

Discrepancies. 

16. Interim Qualification of FTDs for New 

Airplane Types or Models (§ 60.21) 

No additional regulatory or informational 

material applies to § 60.21, Interim 

Qualification of FTDs for New Airplane 

Types or Models. 

End Information 

lllllllllllllllllllll

17. Modifications to FTDs (§ 60.23) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

§60.23(c)(2) must include a complete 

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FTD and 

the results that are expected with the 

modification incorporated. 

b. Prior to using the modified FTD: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

c. FSTD Directives are considered 

modification of an FTD. See Attachment 4 of 

this appendix for a sample index of effective 

FSTD Directives. 

End Information 

lllllllllllllllllllll

18. Operation with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FTD, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. It is the responsibility of the instructor, 

check airman, or representative of the 

administrator conducting training, testing, or 

checking to exercise reasonable and prudent 

judgment to determine if any MMI 

component is necessary for the satisfactory 

completion of a specific maneuver, 

procedure, or task. 

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

period described in 60.25(b) is on a Saturday, 

a Sunday, or a holiday, the FAA will extend 

the deadline until the next business day. 

d. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FTD. Repairs 

having a larger impact on the FTD’s ability 

to provide the required training, evaluation, 

or flight experience will have a higher 

priority for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FTD is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing that 

required for requalification. 

End Information 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FTD is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing that 

required for requalification. 

End Information 

lllllllllllllllllllll

21. Recordkeeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FTD modifications can include hardware 

or software changes. For FTD modifications 

involving software programming changes, the 

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

of the name of the aircraft system software, 

aerodynamic model, or engine model change, 

the date of the change, a summary of the 

change, and the reason for the change. 

b. If a coded form for record keeping is 

used, it must provide for the preservation 

and retrieval of information with appropriate 

security or controls to prevent the 

inappropriate alteration of such records after 

the fact. 

End QPS Requirements 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.33, Applications, 

Logbooks, Reports, and Records: Fraud, 

Falsification, or Incorrect Statements. 

End Information 

lllllllllllllllllllll


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23. [Reserved] 

24. Levels of FTD. 

lllllllllllllllllllll

Begin Information 

a. The following is a general description of 

each level of FTD. Detailed standards and 

tests for the various levels of FTDs are fully 

defined in Attachments 1 through 3 of this 

appendix. 

(1) Level 4. A device that may have an 

open airplane-specific flight deck area, or an 

enclosed airplane-specific 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; 

generic aerodynamic programming; 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, 

nosewheel 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; airplanespecific aerodynamic programming; all 

applicable airplane systems operating; 

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 

lllllllllllllllllllll

25. FTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.37, FTD Qualification 

on the Basis of a Bilateral Aviation Safety 

Agreement (BASA). 

End Information 

lllllllllllllllllllll

Attachment 1 to Appendix B to Part 60—

General FTD REQUIREMENTS 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Certain requirements included in this 

appendix must be supported with an SOC as 

defined in Appendix F, which may include 

objective and subjective tests. The 

requirements for SOCs are indicated in the 

‘‘General FTD Requirements’’ column in 

Table B1A of this appendix. 

b. Table B1A describes the requirements 

for the indicated level of FTD. Many devices 

include operational systems or functions that 

exceed the requirements outlined in this 

section. In any event, all systems will be 

tested and evaluated in accordance with this 

appendix to ensure proper operation. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

2. Discussion 

a. This attachment describes the general 

requirements for qualifying Level 4 through 

Level 6 FTDs. The sponsor should also 

consult the objectives tests in Attachment 2 

of this appendix and the examination of 

functions and subjective tests listed in 

Attachment 3 of this appendix 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 FTD 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 

lllllllllllllllllllll

TABLE B1A.—MINIMUM FTD REQUIREMENTS

QPS Requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 

1. General Flight Deck Configuration 

1.a. ...... The FTD must have a flight deck that is a replica of the 

airplane simulated with controls, equipment, observable 

flight deck indicators, circuit breakers, and bulkheads 

properly located, functionally accurate and replicating 

the airplane. The direction of movement of controls and 

switches must be identical to that in the airplane. Pilot 

seat(s) 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.

X For FTD purposes, the flight deck consists of all that 

space forward of a cross section of the fuselage at the 

most extreme aft setting of the pilots’ seats including 

additional, required flight crewmember duty stations and 

those required bulkheads aft of the pilot seats. For clarification, bulkheads containing only items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, aircraft documents pouches 

are not considered essential and may be omitted. 


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TABLE B1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS Requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 

1.b. ...... The FTD must have equipment (e.g., instruments, panels, 

systems, circuit breakers, and controls) simulated sufficiently for the authorized training/checking events to be 

accomplished. The installed equipment must be located 

in a spatially correct location and may be in a 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.

X X 

2. Programming 

2.a. ...... The FTD must provide the proper effect of aerodynamic 

changes for the combinations of drag and thrust normally encountered in flight. This must include the effect 

of change in airplane attitude, thrust, drag, altitude, temperature, and configuration.

X X 

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 computer (analog or digital) capability (i.e., capacity, accuracy, resolution, and dynamic 

response) needed to meet the qualification level sought.

An SOC is required. 

X X X 

2.c. ...... Relative responses of the flight deck instruments must be 

measured by latency tests, or transport delay tests, and 

may not exceed 300 milliseconds. The instruments must 

respond to abrupt input at the pilot’s position within the 

allotted time, but not before the time when the airplane 

responds under the same conditions.

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

cues that are, within the stated time delays, like the airplane responses. For airplane response, acceleration in 

the appropriate, corresponding rotational axis is preferred. Additional information regarding Latency and 

Transport Delay testing may be found in Appendix A, 

Attachment 2, paragraph 15. 

• Latency: The FTD instrument and, if applicable, the motion system and the visual system response must not 

be prior to that time when the airplane responds and 

may respond up to 300 milliseconds after that time 

under the same conditions.

• Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be used 

to demonstrate that the FTD system does not exceed 

the specified limit. The sponsor must measure all the 

delay encountered by a step signal migrating from the 

pilot’s control through all the simulation software modules in the correct order, using a handshaking protocol, 

finally through the normal output interfaces to the instrument display and, if applicable, the motion system, and 

the visual system.

3. Equipment Operation 

3.a. ...... All relevant instrument indications involved in the simulation of the airplane must automatically respond to control movement or external disturbances to the simulated 

airplane; e.g., turbulence or winds.

X X 

3.b. ...... Navigation equipment must be installed and operate within 

the tolerances applicable for the airplane.

X X 

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.


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TABLE B1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS Requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 

Level 5 need have only that navigation equipment necessary to fly an instrument approach.

3.c. ...... Installed systems must simulate the applicable airplane 

system operation, both on the ground and in flight. Installed systems must be operative to the extent that applicable normal, abnormal, and emergency operating 

procedures included in the sponsor’s training programs 

can be accomplished.

X X X 

Level 6 must simulate all applicable airplane flight, navigation, and systems operation.

Level 5 must have at least functional flight and navigational controls, displays, and instrumentation.

Level 4 must have at least one airplane system installed 

and functional.

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

be sufficient for the operation being conducted.

X X X Back-lighted panels and instruments may be installed but 

are not required. 

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

that correspond to the airplane being simulated. Control 

forces must react in the same manner as in the airplane 

under the same flight conditions.

X 

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

sufficient precision to manually fly an instrument approach.

X 

4. Instructor or Evaluator Facilities 

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

seating arrangements for an instructor/check airman 

and FAA Inspector must be available. These seats must 

provide adequate view of crewmember’s panel(s).

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

may be as simple as an office chair placed in an appropriate position. 

4.b. ...... The FTD must have instructor controls that permit activation of normal, abnormal, and emergency conditions as 

appropriate. Once activated, proper system operation 

must result from system management by the crew and 

not require input from the instructor controls.

X X X 

5. Motion System (not required) 

5.a. ...... The FTD may have a motion system, if desired, although 

it is not required. If a motion system is installed and additional training, testing, or checking credits are being 

sought on the basis of having a motion system, the motion system operation 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 responds under the 

same conditions.

X X The motion system standards set out in part 60, Appendix 

A for at least Level A simulators is acceptable. 

5.b. ...... If a motion system is installed, it must be measured by latency tests or transport delay tests and may not exceed 

300 milliseconds. Instrument response may not occur 

prior to motion onset.

X The motion system standards set out in part 60, Appendix 

A for at least Level A simulators is acceptable. 

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: 

X X X 

6.a.1. ... The visual system must respond to abrupt input at the pilot’s position.

An SOC is required. 

.... X X 


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TABLE B1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS Requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 

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

An SOC is required. 

X X X 

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

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

An SOC is required. 

X X X 

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

10° per pilot.

An SOC is required. 

X X X 

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

An SOC is required. 

X X X 

6.a.6. ... The minimum distance from the pilot’s eye position to the 

surface of a direct view display may not be less than 

the distance to any front panel instrument.

An SOC is required. 

X X X 

6.a.7. ... The visual system must provide for a minimum resolution 

of 5 arc-minutes for both computed and displayed pixel 

size.

An SOC is required. 

X X X 

6.b. ...... If a visual system is installed and additional training, testing, or checking credits are being sought on the basis of 

having a visual system, 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° simultaneously for each pilot.

An SOC is required. 

X Directly projected, non-collimated visual displays may 

prove to be unacceptable for dual pilot applications. 

7. Sound System 

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

in the airplane.

X 

TABLE B1B.—TABLE OF TASKS VS. FTD LEVEL

QPS requirements Information 

Entry 

No. 

Subjective Requirements—In order to be qualified at the 

FTD qualification level indicated, the FTD must be able to 

perform at least the tasks associated with that level of 

qualification. See Notes 1 and 2 at the end of the Table 

FTD level 

Notes 

4 5 6 

1. Preflight Procedures. 

1.a. ...... Preflight Inspection (flight deck only) .................................. A A X 

1.b. ...... Engine Start ......................................................................... A A X 

1.c. ...... Pre-takeoff Checks .............................................................. A A X 

2. Takeoff and Departure Phase. 

2.a. ...... Rejected Takeoff (requires visual system) .......................... .... .... A 

2.b. ...... Departure Procedure ........................................................... .... X X 

3. In-flight Maneuvers. 


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TABLE B1B.—TABLE OF TASKS VS. FTD LEVEL—Continued 

QPS requirements Information 

Entry 

No. 

Subjective Requirements—In order to be qualified at the 

FTD qualification level indicated, the FTD must be able to 

perform at least the tasks associated with that level of 

qualification. See Notes 1 and 2 at the end of the Table 

FTD level 

Notes 

4 5 6 

3.a. ...... a. Steep Turns ..................................................................... .... X X 

3.b. ...... b. Approaches to Stalls ....................................................... .... A X 

3.c. ...... c. Engine Failure (procedures only)—Multiengine Airplane .... A X 

3.d. ...... d. Engine Failure (procedures only)—Single-Engine Airplane..... A X 

3.e. ...... e. Specific Flight Characteristics incorporated into the 

user’s FAA approved flight training program.

A A A 

4. Instrument Procedures. 

4.a. ...... Standard Terminal Arrival/Flight Management System Arrival..... A X 

4.b. ...... Holding ................................................................................. .... A X 

4.c. ...... Precision Instrument, all engines operating ........................ .... A X e.g., Autopilot, Manual (Flt. Dir. Assisted), Manual (Raw 

Data). 

4.d. ...... Non-precision Instrument, all engines operating ................. .... A X e.g., NDB, VOR, VOR/DME, VOR/TAC, RNAV, LOC, 

LOC/BC, ADF, and SDF. 

4.e. ...... Circling Approach (requires visual system) ......................... .... .... A 

4.f. ....... Missed Approach ................................................................. .... A X 

5. Normal and Abnormal Procedures. 

5.a. ...... Engine (including shutdown and restart—procedures only) A A X 

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 Pressurization Systems ........................ A A X 

5.f. ....... Fire Detection and Extinguisher Systems ........................... A A X 

5.g. ...... Navigation and Avionics Systems ....................................... A A X 

5.h. ...... Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems.A A X 

5.i. ....... Flight Control Systems ........................................................ A A X 

5.j. ....... Anti-ice and Deice Systems ................................................ A A X 

5.k. ...... Aircraft and Personal Emergency Equipment ..................... A A X 

6. Emergency Procedures. 

6.a. ...... Emergency Descent (maximum rate) .................................. .... A X 

6.b. ...... Inflight Fire and Smoke Removal ........................................ .... A X 

6.c. ...... Rapid Decompression ......................................................... .... A X 

6.d. ...... Emergency Evacuation ........................................................ A A X 

7. Postflight Procedures. 

7.a. ...... After-Landing Procedures .................................................... A A X 


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TABLE B1B.—TABLE OF TASKS VS. FTD LEVEL—Continued 

QPS requirements Information 

Entry 

No. 

Subjective Requirements—In order to be qualified at the 

FTD qualification level indicated, the FTD must be able to 

perform at least the tasks associated with that level of 

qualification. See Notes 1 and 2 at the end of the Table 

FTD level 

Notes 

4 5 6 

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. 

TABLE B1C.—TABLE OF FTD SYSTEM TASKS QPS REQUIREMENTS

QPS Requirements Information 

Entry 

No. 

Subjective Requirements 

In order to be qualified at the FTD qualification level indicated, the FTD must be able to perform at least the tasks 

associated with that level of qualification. 

FTD level 

Notes 

4 5 6 

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 and Presets; Surface and Lighting controls 

if equipped with a visual system. 

1.d. ...... Environmental controls ........................................................ X X X e.g., Temp, Wind. 

1.e. ...... Airplane system malfunctions (Insertion/deletion) ............... A X X 

1.f. ....... Locks, Freezes, and Repositioning ..................................... X X X 

1.g. ...... Sound Controls. (On/off/adjustment) ................................... X X X 

1.h. ...... Motion/Control Loading System, as appropriate. On/off/ 

emergency stop.

A A A 

2. Observer Seats/Stations. 

2.a. ...... Position/Adjustment/Positive restraint system ..................... X X 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 system is in the FTD and is working properly. 

Attachment 2 to Appendix B to Part 60—

Flight Training Device (FTD) Objective Tests 

lllllllllllllllllllll

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 AC 25–7, as amended, Flight Test 

Guide for Certification of Transport Category 

Airplanes, and AC 23–8, as 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 

lllllllllllllllllllll

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 


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results must be provided for each test except 

where an alternate test is specifically 

authorized by the NSPM. If a flight condition 

or operating condition is required for the test 

but does not apply to the airplane being 

simulated or to the qualification level sought, 

it may be disregarded (e.g., an engine out 

missed approach for a single-engine airplane; 

a maneuver using reverse thrust for an 

airplane without reverse thrust capability). 

Each test result is compared against the 

validation data described in § 60.13, and in 

Appendix B. The results must be produced 

on an appropriate recording device 

acceptable to the NSPM and must include 

FTD number, date, time, conditions, 

tolerances, and appropriate dependent 

variables portrayed in comparison to the 

validation data. Time histories are required 

unless otherwise indicated in Table B2A. All 

results must be labeled using the tolerances 

and units given. 

b. Table B2A in this attachment sets out 

the test results required, including the 

parameters, tolerances, and flight conditions 

for FTD validation. Tolerances are provided 

for the listed tests because mathematical 

modeling and acquisition and development 

of reference data are often inexact. All 

tolerances listed in the following tables are 

applied to FTD performance. When two 

tolerance values are given for a parameter, 

the less restrictive may be used unless 

otherwise indicated. In those cases where a 

tolerance is expressed only as a percentage, 

the tolerance percentage applies to the 

maximum value of that parameter within its 

normal operating range as measured from the 

neutral or zero position unless otherwise 

indicated. 

c. Certain tests included in this attachment 

must be supported with a 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. 

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. 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. 

i. 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. 

j. Testing Computer Controlled Aircraft 

(CCA) simulators, or other highly augmented 

airplane simulators, flight test data is 

required for the Normal (N) and/or Nonnormal (NN) control states, as indicated in 

this attachment. Where test results are 

independent of control state, Normal or Nonnormal control data may be used. All tests in 

Table B2A 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. 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. 

l. 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. 

m. For objective test purposes, see 

Appendix F of this part for the definitions of 

‘‘Near maximum,’’ ‘‘Light,’’ and ‘‘Medium’’

gross weight. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

n. 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. 

o. Refer to AC 120–27, ‘‘Aircraft Weight 

and Balance’’; and FAA–H–8083–1, ‘‘Aircraft 

Weight and Balance Handbook’’ for more 

information. 

End Information 

lllllllllllllllllllll


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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

1. Performance 

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

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

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

Time.

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

minimum of 80% of the segment from brake release to 

VR. 

Preliminary aircraft certification 

data may be used.

X This test is required 

only if RTO training credit is 

sought. 

1.b.2. 

through 

1.b.6. 

(Reserved) 

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

sec.

Dry Runway ............ Record time for at least 80% 

of the segment from initiation of the Rejected Takeoff to full stop.

X This test is required 

only if RTO training credit is 

sought. 

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

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

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

or ±100 ft/min (0.5 

m/sec) climb rate.

Clean ...................... Flight test data or airplane performance manual data may 

be used. Record at nominal 

climb speed and at nominal 

altitude. May be a snapshot 

test result. FTD performance 

must be recorded over an 

interval of at least 1,000 ft 

(300 m).

X X 

1.c.2. 

through 

1.c.4. 

(Reserved) 

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

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

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

1.f.1. ...... Acceleration ............ Level 6: ±10% Tt, or 

±0.25 sec. 

Level 5: ±1 sec .......

Approach or Landing.Record engine power (N1, N2, 

EPR, Torque, Manifold 

Pressure) from idle to maximum takeoff power for a 

rapid (slam) throttle movement.

X X See Appendix F of 

this part for definitions of Ti and Tt. 

1.f.2. ...... Deceleration ............ Level 6: ±10% Tt, or 

±0.25 sec.

Level 5: ±1 sec .......

Ground .................... Record engine power (N1, N2, 

EPR, Torque, Manifold 

Pressure) from maximum 

takeoff power to idle for a 

rapid (slam) throttle movement.

X X See Appendix F of 

this part for definitions of Ti and Tt. 

2. Handling Qualities 


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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

For FTDs requiring Static tests at the controls (i.e., column, wheel, rudder pedal), special test fixtures will not be required during initial or upgrade evaluations if the sponsor’s QTG/MQTG shows 

both test fixture results and the results of an alternative approach, such as computer plots produced 

concurrently, that show satisfactory agreement. Repeat of the alternative method during the initial or 

upgrade evaluation would then satisfy this test requirement. 

Testing of position 

versus force is not 

applicable if 

forces are generated solely by 

use of airplane 

hardware in the 

FTD. 

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

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

and Surface Position Calibration.

±2 lb (0.9 daN) 

breakout, ±10% or 

±5 lb (2.2 daN) 

force, ±2° elevator.

Ground .................... Record results for an uninterrupted control sweep to the 

stops.

X 

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

breakout, ±10% or 

±5 lb (2.2 daN) 

force.

As determined by 

sponsor.

Record results during initial 

qualification evaluation for 

an uninterrupted control 

sweep to the stops. The recorded tolerances apply to 

subsequent comparisons on 

continuing qualification evaluations.

X Applicable only on 

continuing qualification evaluations. The intent is 

to design the control feel for Level 

5 to be able to 

manually fly an instrument approach; and not to 

compare results 

to flight test or 

other such data. 

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

Surface Position 

Calibration.

±2 lb (0.9 daN) 

breakout, ±10% or 

±3 lb (1.3 daN) 

force, ±2° aileron, 

±3° spoiler angle.

Ground .................... Record results for an uninterrupted control sweep to the 

stops.

X 

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

breakout, ±10% or 

±3 lb (1.3 daN) 

force.

As determined by 

sponsor.

Record results during initial 

qualification evaluation for 

an uninterrupted control 

sweep to the stops. The recorded tolerances apply to 

subsequent comparisons on 

continuing qualification evaluations.

X Applicable only on 

continuing qualification evaluations. The intent is 

to design the control feel for Level 

5 to be able to 

manually fly an instrument approach; and not to 

compare results 

to flight test or 

other such data. 

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

Surface Position 

Calibration.

±5 lb (2.2 daN) 

breakout, ±10% or 

±5 lb (2.2 daN) 

force, ±2° rudder 

angle.

Ground .................... Record results for an uninterrupted control sweep to the 

stops.

X 


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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

2.a.3.b. .. Rudder Pedal Position vs. Force.±5 lb (2.2 daN) 

breakout, ±10% or 

±5 lb (2.2 daN) 

force.

As determined by 

sponsor.

Record results during initial 

qualification evaluation for 

an uninterrupted control 

sweep to the stops. The recorded tolerances apply to 

subsequent comparisons on 

continuing qualification evaluations.

X Applicable only on 

continuing qualification evaluations. The intent is 

to design the control feel for Level 

5 to be able to 

manually fly an instrument approach; and not to 

compare results 

to flight test or 

other such data. 

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

Controller Force.

±2 lb (0.9 daN) 

breakout, ±10% or 

±3 lb (1.3 daN) 

force.

Ground .................... Record results of an uninterrupted control sweep to the 

stops.

X 

2.a.5. ..... Rudder Pedal Steering Calibration.±2° nosewheel 

angle.

Ground .................... Record results of an uninterrupted control sweep to the 

stops.

X 

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

vs. Surface Position Calibration.

±0.5° of computed 

trim surface angle.

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

test is to compare 

the FTD against 

design data or 

equivalent. 

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

2.a.8. ..... Alignment of Flight 

deck Throttle 

Lever vs. Selected Engine Parameter.

±5° of throttle lever 

angle or ±0.8 in (2 

cm) for power 

control without angular travel, or 

±3% N1, or ±0.03 

EPR, or ±3% 

maximum rated 

manifold pressure, 

or ±3% torque.

Ground .................... Requires simultaneous recording for all engines. The tolerances apply against airplane data and between engines. In the case of propeller powered airplanes, if 

a propeller lever is present, 

it must also be checked. For 

airplanes with throttle 

‘‘detents,’’ all detents must 

be presented. May be a series of snapshot test results.

X 

2.a.9. ..... Brake Pedal Position vs. Force.±5 lb (2.2 daN) or 

10% force.

Ground .................... Two data points are required: 

Zero and maximum deflection. Computer output results may be used to show 

compliance.

X Test not required 

unless RTO credit 

is sought. 

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

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

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

2.c.1. ..... Power Change 

Force.

±5 lb (2.2 daN) or, 

±20% pitch conrol 

force.

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

test results. Power change 

dynamics test as described 

in test 2.c.1 of Table A2A of 

this part will be accepted. 

CCA: Test in Normal and 

Non-normal control states.

X X 


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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

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

Force.

±5 lb (2.2 daN) or, 

±20% pitch conrol 

force.

Takeoff through initial flap retraction, 

and approach to 

landing.

May be a series of snapshot 

test results. Flap/Slat 

change dynamics test as 

described in test 2.c.2 of 

Table A2A of this part will 

be accepted. CCA: Test in 

Normal and Non-normal 

control states.

X X 

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

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

±20% pitch conrol 

force.

Takeoff (retraction) 

and Approach 

(extension).

May be a series of snapshot 

test results. Gear change 

dynamics test as described 

in test 2.c.4 of Table A2A of 

this part will be accepted. 

CCA: Test in Normal and 

Non-normal control states.

X X 

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

angle ±1° elevator 

±1° pitch angle 

±5% net thrust or 

equivalent.

Cruise, Approach, 

and Landing.

Record steady-state condition 

with wings level and thrust 

set for level flight. May be a 

series of snapshot tests 

Level 5 may use equivalent 

stick and trim controllers in 

lieu of elevator and trim surface. CCA: Test in Normal 

and Non-normal control 

states.

X X 

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

(Stick Force/g).

±5 lb (±2.2 daN) or 

±10% pitch controller force Alternative method: 

±1° or ±10% 

change of elevator.

Cruise, Approach, 

and Landing.

Continuous time history data 

or a series of snapshot tests 

may be used. Record results up to 30° of bank for 

approach and landing configurations. Record results 

for up to 45° of bank for the 

cruise configuration. The 

force tolerance is not applicable if forces are generated 

solely by the use of airplane 

hardware in the FTD. The 

alternative method applies 

to airplanes that do not exhibit ‘‘stick-force-per-g’’ characteristics. CCA: Test in 

Normal and Non-normal 

control states.

X 


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26604 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

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

Stability.

±5 lb (±2.2 daN) or 

±10% pitch controller force.

Alternative method: 

±1° or ±10% 

change of elevator.

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

test results. Record results 

for at least 2 speeds above 

and 2 speeds below trim 

speed. 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 speed 

stability characteristics. 

Level 5 must exhibit positive 

static stability, but need not 

comply with the numerical 

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

states.

X X 

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

bank for speeds 

greater than actuation of stall warning device or initial buffet.

Second Segment 

Climb, and Approach or Landing.

The stall maneuver must be 

entered with thrust at or 

near idle power and wings 

level (1g). Record the stall 

warning signal and initial 

buffet if applicable. CCA: 

Test in Normal and Non-normal control states.

X X 

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

of time to 1⁄2 or 

double amplitude 

or ±.02 of damping ratio.

Cruise ..................... The test must include whichever is less of the following: 

Three full cycles (six overshoots after the input is 

completed), or the number 

of cycles sufficient to determine time to 1⁄2 or double 

amplitude. CCA: Test in 

Non-normal control state.

X 

2.c.9.b. .. Phugoid Dynamics .. ±10% period, Representative damping.Cruise ..................... The test must include whichever is less of the following: 

Three full cycles (six overshoots after the input is 

completed), or the number 

of cycles sufficient to determine representative damping. CCA: Test in Non-normal control state.

X 

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

±2°/sec pitch rate, 

±0.10g acceleration..

Cruise ..................... CCA: Test in Non-normal control state. X 

2.d. ........ Lateral Directional Tests 

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

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

2.d.2. ..... Roll Response 

(Rate).

±10% or ±2°/sec roll 

rate.

Cruise, and Approach or Landing.Record results for normal roll 

controller deflection (onethird of maximum roll controller travel). May be combined with step input of flight 

deck roll controller test (see 

2.d.3.).

X X 


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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

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

Flight deck Roll 

Controller Step 

Input.

±10% or ±2° bank 

angle.

Approach or Landing.Record from initiation of roll 

through 10 seconds after 

control is returned to neutral 

and released. May be combined with roll response 

(rate) test (see 2.d.2.). CCA: 

Test in Non-normal control 

state.

X 

2.d.4.a. .. Spiral Stability ......... Correct trend and 

±3° or ±10% bank 

angle in 30 seconds.

Cruise ..................... Record results for both directions. As an alternate test, 

demonstrate the lateral control required to maintain a 

steady turn with a bank 

angle of 30°. CCA: Test in 

Non-normal control state.

X Airplane data averaged from multiple tests in same 

direction may be 

used. 

2.d.4.b. .. Spiral Stability ......... Correct trend ........... Cruise ..................... CCA: Test in Non-normal control state. X Airplane data averaged from multiple tests in same 

direction may be 

used. 

2.d.5. ..... (Reserved) 

2.d.6.a. .. Rudder Response ... ±2°/sec or ±10% 

yaw rate.

Approach or Landing.A rudder step input of 20%–

30% rudder pedal throw 

must be used. Not required 

if rudder input and response 

is shown in Dutch Roll test 

(test 2.d.7.). CCA: Test in 

Normal and Non-normal 

control states.

X 

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

bank angle ±3°.

Approach or Landing.May be roll response to a 

given rudder deflection. 

CCA: Test in Normal and 

Non-normal control states.

X May be accomplished as a yaw 

response test, in 

which case the 

procedures and 

requirements of 

test 2.d.6.a. will 

apply. 

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

Damper OFF).

±0.5 sec. or ±10% 

of period, ±10% of 

time to 1⁄2 or double amplitude or 

±.02 of damping 

ratio.

Cruise, and Approach or Landing.Record results for at least 6 

complete cycles with stability augmentation OFF, or 

the number of cycles sufficient to determine time to 1⁄2

or double amplitude. CCA: 

Test in Non-normal control 

state.

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

angle, ±1° sideslip 

angle, ±10% or 

±2° aileron, ±10% 

or ±5° spoiler or 

equivalent roll, 

controller position 

or force.

Approach or Landing.Use at least two rudder positions, one of which must be 

near maximum allowable 

rudder. Propeller driven airplanes must test in each direction. May be a series of 

snapshot test results. Sideslip angle is matched only 

for repeatability and only on 

continuing qualification evaluations.

X X 


sroberts on PROD1PC70 with RULES
26606 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

QPS requirements 

Test 

Tolerances Flight conditions Test details 

FTD 

level Information 

Entry No. Title 5 6 Notes 

2.e. 

through 

2.h. 

(Reserved) 

3. (Reserved) 

4. (Reserved) 

5. (Reserved) 

6. FTD System Response Time 

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

300 ms (or less) 

after airplane response.

Take-off, cruise, and 

approach or landing.

One test is required in each 

axis (pitch, roll and yaw) for 

each of the three conditions 

(take-off, cruise, and approach or landing).

X X 

Transport Delay 

300 ms (or less) 

after controller 

movement.

N/A .......................... A separate test is required in 

each axis (pitch, roll, and 

yaw).

X X 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). 

lllllllllllllllllllll

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 4. 

• Motion System, paragraph 6. 

• Sound System, paragraph 7. 

• Engineering Simulator Validation Data, 

paragraph 9. 

• Validation Test Tolerances, paragraph 

11. 

• Validation Data Road Map, paragraph 12. 

• Acceptance Guidelines for Alternative 

Engines Data, paragraph 13. 

• Acceptance Guidelines for Alternative 

Avionics, paragraph 14. 

• Transport Delay Testing, paragraph 15. 

• Continuing Qualification Evaluation 

Validation Data Presentation, paragraph 16. 

End Information 

lllllllllllllllllllll

4. Alternative Objective Data for FTD Level 

5 

lllllllllllllllllllll

Begin QPS Requirements 

a. This paragraph (including the following 

tables) is relevant only to FTD Level 5. It is 

provided because this level is required to 

simulate the performance and handling 

characteristics of a set of airplanes with 

similar characteristics, such as normal 

airspeed/altitude operating envelope and the 

same number and type of propulsion systems 

(engines). 

b. Tables B2B through B2E reflect FTD 

performance standards that are acceptable to 

the FAA. A sponsor must demonstrate that a 

device performs within these parameters, as 

applicable. If a device does not meet the 

established performance parameters for some 

or for all of the applicable tests listed in 

Tables B2B through B2E, the sponsor may 

use NSP accepted flight test data for 

comparison purposes for those tests. 

c. Sponsors using the data from Tables B2B 

through B2E must comply with the 

following: 

(1) Submit a complete QTG, including 

results from all of the objective tests 

appropriate for the level of qualification 

sought as set out in Table B2A. The QTG 

must highlight those results that demonstrate 

the performance of the FTD is within the 

allowable performance ranges indicated in 

Tables B2B through B2E, as appropriate. 

(2) The QTG test results must include all 

relevant information concerning the 

conditions under which the test was 

conducted; e.g., gross weight, center of 

gravity, airspeed, power setting, altitude 

(climbing, descending, or level), temperature, 

configuration, and any other parameter that 

impacts the conduct of the test. 

(3) The test results become the validation 

data against which the initial and all 

subsequent continuing qualification 

evaluations are compared. These subsequent 

evaluations will use the tolerances listed in 

Table B2A. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26607 

(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 

lllllllllllllllllllll

Begin Information 

d. The reader is encouraged to consult the 

Airplane Flight Simulator Evaluation 

Handbook, Volumes I and II, published by 

the Royal Aeronautical Society, London, UK, 

and 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 

lllllllllllllllllllll

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

QPS requirement 

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 range Entry 

No. Title and procedure 

1. .......... Performance. 

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

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

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

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

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

2. .......... Handling Qualities 

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

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

(a) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Reduce power to flight idle. Do 

not change trim or configuration. After stabilized, record column 

force necessary to maintain original airspeed.

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

OR 

(b) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Add power to maximum setting. 

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed..

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

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

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

constant airspeed within the flaps-extended airspeed range. Do 

not adjust trim or power. Extend the flaps to 50% of full flap 

travel. After stabilized, record stick force necessary to maintain 

original airspeed.

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

OR 

(b) Trim for straight and level flight with flaps extended to 50% of 

full flap travel, at a constant airspeed within the flaps-extended 

airspeed range. Do not adjust trim or power. Retract the flaps 

to zero. After stabilized, record stick force necessary to maintain original airspeed.

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

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

(a) Trim for straight and level flight with landing gear retracted at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Extend the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

OR 


sroberts on PROD1PC70 with RULES
26608 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

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

Continued 

QPS requirement 

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 range Entry 

No. Title and procedure 

(b) Trim for straight and level flight with landing gear extended, at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Retract the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

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

the following configurations: cruise; approach; and landing. 

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

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

gross weight; wings level; and a deceleration rate of not more 

than three (3) knots per second.

(a) Landing configuration ................................................................ 40–60 knots; ± 5° of bank. 

(b) Clean configuration .................................................................... Landing configuration speed + 10–20%. 

2.c.9.b. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not 

reach 1⁄2 or double amplitude in less than 2 cycles. 

2.d. ....... Lateral Directional Tests. 

2.d.2. .... Roll response (rate). Roll rate must be measured through at least 

30° of roll. Aileron control must be deflected 1⁄3 (33.3 percent) 

of maximum travel.

Must have a roll rate of 40°–25°/second. 

2.d.4.b. Spiral stability. Cruise configuration and normal cruise airspeed. 

Establish a 20°–30° bank. When stabilized, neutralize the aileron control and release. Must be completed in both directions 

of turn.

Initial bank angle (± 5°) after 20 seconds. 

2.d.6.b. Rudder response. Use 25 percent of maximum rudder deflection. 

(Applicable to approach or landing configuration.).

2°–6°/second yaw rate. 

2.d.7. .... Dutch roll, yaw damper off. (Applicable to cruise and approach 

configurations.).

A period of 2–5 seconds; and 1⁄2–2 cycles. 

2.d.8. .... Steady state sideslip. Use 50 percent rudder deflection. (Applicable to approach and landing configurations.).2°–10° of bank; 4°–10° of sideslip; and 2°–10° of aileron. 

6. .......... FTD System Response Time 

6.a. ....... Latency. Flight deck instrument systems response to an abrupt 

pilot controller input. One test is required in each axis (pitch, 

roll, yaw).

300 milliseconds or less. 

TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE

QPS requirement 

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 range Entry 

No. Title and procedure 

1. Performance 

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

1.c.1. .... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb airspeed = 95–115 knots. 

Climb rate = 500–1500 fpm (2.5–7.5 m/sec) 


sroberts on PROD1PC70 with RULES
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TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE—

Continued 

QPS requirement 

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 range Entry 

No. Title and procedure 

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

1.f.1. ..... Acceleration; idle to takeoff power .................................................. 2–5 Seconds. 

1.f.2. ..... Deceleration; takeoff power to idle ................................................. 2–5 Seconds. 

2. Handling Qualities 

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

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

(a) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Reduce power to flight idle. Do 

not change trim or configuration. After stabilized, record column 

force necessary to maintain original airspeed.

10–25 lbs (2.2–6.6 daN) of force (Pull). 

OR 

(b) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Add power to maximum setting. 

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

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

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

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

constant airspeed within the flaps-extended airspeed range. Do 

not adjust trim or power. Extend the flaps to 50% of full flap 

travel. After stabilized, record stick force necessary to maintain 

original airspeed.

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

OR 

(b) Trim for straight and level flight with flaps extended to 50% of 

full flap travel, at a constant airspeed within the flaps-extended 

airspeed range. Do not adjust trim or power. Retract the flaps 

to zero. After stabilized, record stick force necessary to maintain original airspeed.

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

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

(a) Trim for straight and level flight with landing gear retracted at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Extend the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

OR 

(b) Trim for straight and level flight with landing gear extended, at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Retract the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

2.c.4. .... Longitudinal trim .............................................................................. Must be able to trim longitudinal stick force to ‘‘zero’’ in each of 

the following configurations: cruise; approach; and landing. 

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

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

gross weight; wings level; and a deceleration rate of not more 

than three (3) knots per second.

(a) Landing configuration ................................................................ 60–90 knots; ± 5° of bank. 


sroberts on PROD1PC70 with RULES
26610 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE B2C.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, MULTI-ENGINE (RECIPROCATING) AIRPLANE—

Continued 

QPS requirement 

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 range Entry 

No. Title and procedure 

(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 ..................................................................................

Roll rate must be measured through at least 30° of roll. Aileron 

control must be deflected 1⁄3 (33.3 percent) of maximum travel.

Must have a roll rate of 41⁄2–251⁄2/second. 

2.d.4.b. Spiral stability .................................................................................. Initial bank angle (± 5°) after 20 seconds. 

Cruise configuration and normal cruise airspeed. Establish a 20°–

30° bank. When stabilized, neutralize the aileron control and 

release. Must be completed in both directions of turn.

2.d.6.b. Rudder response ............................................................................. 3°–6°/second yaw rate. 

Use 25 percent of maximum rudder deflection. (Applicable to approach landing configuration.) 

2.d.7. .... Dutch roll, yaw damper off. (Applicable to cruise and approach 

configurations.).

A period of 2–5 seconds; and 1⁄2–2 cycles. 

2.d.8. .... Steady state sideslip ....................................................................... 2°–10° of bank; 4–10 degrees of sideslip; and 2°–10° of aileron. 

Use 50 percent rudder deflection. (Applicable to approach and 

landing configurations.) 

6. FTD System Response Time 

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

TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE

QPS requirement 

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 range Entry 

No. Title and procedure 

1. Performance 

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

1.c.1. .... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb airspeed = 95–115 knots. 

Climb rate = 800–1800 fpm (4–9 m/sec). 

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

1.f.1. ..... Acceleration; idle to takeoff power .................................................. 4–8 Seconds. 

1.f.2. ..... Deceleration; takeoff power to idle ................................................. 3–7 Seconds. 

2. Handling Qualities 

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

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

(a) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Reduce power to flight idle. Do 

not change trim or configuration. After stabilized, record column 

force necessary to maintain original airspeed.

8 lbs (3.5 daN) of Push force—8 lbs (3.5 daN) of Pull force. 


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26611 

TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE—

Continued 

QPS requirement 

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 range Entry 

No. Title and procedure 

OR 

(b) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Add power to maximum setting. 

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

12–22 lbs (5.3–9.7 daN) of force (Push). 

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

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

constant airspeed within the flaps-extended airspeed range. Do 

not adjust trim or power. Extend the flaps to 50% of full flap 

travel. After stabilized, record stick force necessary to maintain 

original airspeed.

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

OR 

(b) Trim for straight and level flight with flaps extended to 50% of 

full flap travel, at a constant airspeed within the flaps-extended 

airspeed range. Do not adjust trim or power. Retract the flaps 

to zero. After stabilized, record stick force necessary to maintain original airspeed..

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

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

(a) Trim for straight and level flight with landing gear retracted at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Extend the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed..

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

OR 

(b) Trim for straight and level flight with landing gear extended, at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Retract the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

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

the following configurations: cruise; approach; and landing. 

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

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

gross weight; wings level; and a deceleration rate of not more 

than three (3) knots per second.

(a) Landing configuration ................................................................ 60–90 knots; ± 5° of bank. 

(b) Clean configuration. ................................................................... Landing configuration speed + 10–20%. 

2.c.8.b. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not 

reach 1⁄2 or double amplitude in less than 2 cycles. 

2.d. ....... Lateral Directional Tests 

2.d.2. .... Roll response ..................................................................................

Roll rate must be measured through at least 30° of roll. Aileron 

control must be deflected 1⁄3 (33.3 percent) of maximum travel.

Must have a roll rate of 4°–25°/second. 

2.d.4.b. Spiral stability ..................................................................................

Cruise configuration and normal cruise airspeed. Establish a 20°–

30° bank. When stabilized, neutralize the aileron control and 

release. Must be completed in both directions of turn.

Initial bank angle (±5°) after 20 seconds. 


sroberts on PROD1PC70 with RULES
26612 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE B2D.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 SMALL, SINGLE ENGINE (TURBO-PROPELLER) AIRPLANE—

Continued 

QPS requirement 

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 range Entry 

No. Title and procedure 

2.d.6.b. Rudder response .............................................................................

Use 25 percent of maximum rudder deflection.(Applicable to approach or landing configuration.).

3°–6°/second yaw rate. 

2.d.7. .... Dutch roll, yaw damper off ..............................................................

(Applicable to cruise and approach configurations.) 

A period of 2–5 seconds; and 1⁄2–3 cycles. 

2.d.8. .... Steady state sideslip .......................................................................

Use 50 percent rudder deflection. 

(Applicable to approach and landing configurations.) 

2°–10° of bank; 4°–10° of sideslip; and 2°–10° of aileron. 

6. FTD System Response Time 

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

TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE

QPS REQUIREMENT 

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 range Entry 

No. Title and procedure 

1. Performance 

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

1.b.1. .... Normal climb with nominal gross weight, at best rate-of-climb airspeed.Climb airspeed = 120–140 knots. 

Climb rate = 1000–3000 fpm (5–15 m/sec). 

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

1.f.1. ..... Acceleration; idle to takeoff power .................................................. 2–6 Seconds. 

1.f.2. ..... Deceleration; takeoff power to idle ................................................. 1–5 Seconds. 

2. Handling Qualities 

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

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

(a) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Reduce power to flight idle. Do 

not change trim or configuration. After stabilized, record column 

force necessary to maintain original airspeed.

8 lbs (3.5 daN) of Push force to 8 lbs (3.5 daN) of Pull force. 

OR 

(b) Trim for straight and level flight at 80% of normal cruise airspeed with necessary power. Add power to maximum setting. 

Do not change trim or configuration. After stabilized, record column force necessary to maintain original airspeed.

12–22 lbs (5.3–9.7 daN) of force (Push). 

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

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

constant airspeed within the flaps-extended airspeed range. Do 

not adjust trim or power. Extend the flaps to 50% of full flap 

travel. After stabilized, record stick force necessary to maintain 

original airspeed.

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


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TABLE B2E.—ALTERNATIVE DATA SOURCE FOR FTD LEVEL 5 MULTI-ENGINE (TURBO-PROPELLER) AIRPLANE—Continued 

QPS REQUIREMENT 

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 range Entry 

No. Title and procedure 

OR 

(b) Trim for straight and level flight with flaps extended to 50% of 

full flap travel, at a constant airspeed within the flaps-extended 

airspeed range. Do not adjust trim or power. Retract the flaps 

to zero. After stabilized, record stick force necessary to maintain original airspeed.

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

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

(a) Trim for straight and level flight with landing gear retracted at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Extend the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

OR 

(b) Trim for straight and level flight with landing gear extended, at 

a constant airspeed within the landing gear-extended airspeed 

range. Do not adjust trim or power. Retract the landing gear. 

After stabilized, record stick force necessary to maintain original airspeed.

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

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

the following configurations: cruise; approach; and landing. 

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

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

gross weight; wings level; and a deceleration rate of not more 

than three (3) knots per second.

(a) Landing configuration ................................................................ 80–100 knots; # 5° of bank. 

(b) Clean configuration .................................................................... Landing configuration speed + 10–20%. 

2.c.8.b. Phugoid dynamics ........................................................................... Must have a phugoid with a period of 30–60 seconds. May not 

reach 1⁄2 or double amplitude in less than 2 cycles. 

2.d. ....... Lateral Directional Tests 

2.d.2. .... Roll response ..................................................................................

Roll rate must be measured through at least 30° of roll. Aileron 

control must be deflected 1/3 (33.3 percent) of maximum travel. 

Must have a roll rate of 4–25 degrees/second. 

2.d.4.b. Spiral stability ..................................................................................

Cruise configuration and normal cruise airspeed. Establish a 20°–

30° bank. When stabilized, neutralize the aileron control and 

release. Must be completed in both directions of turn. 

Initial bank angle (± 5°) after 20 seconds. 

2.d.6.b. Rudder response .............................................................................

Use 25 percent of maximum rudder deflection. (Applicable to approach or landing configuration.) 

3°–6° /second yaw rate. 

2.d.7. .... Dutch roll, yaw damper off ..............................................................

(Applicable to cruise and approach configurations.) 

A period of 2–5 seconds; and 1⁄2–2 cycles. 

2.d.8. .... Steady state sideslip .......................................................................

Use 50 percent rudder deflection. (Applicable to approach and 

landing configurations.) 

2°–10° of bank; 

4°–10° of sideslip; and 

2°–10° of aileron. 

6. FTD System Response Time 

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


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End QPS Requirements 

lllllllllllllllllllll

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, a sponsor may 

choose to use one or more of the alternative 

sources, procedures, and instrumentation 

described in Table B2F. 

End QPS Requirements 

lllllllllllllllllllll

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. 

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 

lllllllllllllllllllll

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD 

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used. 

Information 

Objective test reference number and title Alternative data sources, procedures, and instrumentation Notes 

1.b.1. ........................................................

Performance. 

Takeoff. 

Ground acceleration time. 

Data may be acquired through a synchronized video recording of a stop watch 

and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.

This test is required only if 

RTO is sought. 

1.b.7. ........................................................

Performance. 

Takeoff. 

Rejected takeoff. 

Data may be acquired through a synchronized video recording of a stop watch 

and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.

This test is required only if 

RTO is sought. 

1.c.1. ........................................................

Performance. 

Climb. 

Normal climb all engines operating. 

Data may be acquired with a synchronized video of calibrated airplane instruments and engine power throughout the climb range.

1.f.1. .........................................................

Performance. 

Engines. 

Acceleration 

Data may be acquired with a synchronized video recording of engine instruments and throttle position.

1.f.2. .........................................................

Performance. 

Engines. 

Deceleration 

Data may be acquired with a synchronized video recording of engine instruments and throttle position.


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26615 

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD—Continued 

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used. 

Information 

Objective test reference number and title Alternative data sources, procedures, and instrumentation Notes 

2.a.1.a. .....................................................

Handling qualities. 

Static control tests. 

Pitch controller position vs. force and 

surface position calibration. 

Surface position data may be acquired from flight data recorder (FDR) sensor 

or, if no FDR sensor, at selected, significant column positions (encompassing 

significant column position data points), acceptable to the NSPM, using a 

control surface protractor on the ground. Force data may be acquired by 

using a hand held force gauge at the same column position data points.

For airplanes with 

reversible control systems, 

surface position 

data acquisition 

should be accomplished with 

winds less than 

5 kts. 

2.a.2.a. .....................................................

Handling qualities. 

Static control tests. 

Wheel position vs. force and surface position calibration. 

Surface position data may be acquired from flight data recorder (FDR) sensor 

or, if no FDR sensor, at selected, significant wheel positions (encompassing 

significant wheel position data points), acceptable to the NSPM, using a control surface protractor on the ground. Force data may be acquired by using a 

hand held force gauge at the same wheel position data points.

For airplanes with 

reversible control systems, 

surface position 

data acquisition 

should be accomplished with 

winds less than 

5 kts. 

2.a.3.a. .....................................................

Handling qualities. 

Static control tests. 

Rudder pedal position vs. force and surface position calibration. 

Surface position data may be acquired from flight data recorder (FDR) sensor 

or, if no FDR sensor, at selected, significant rudder pedal positions (encompassing significant rudder pedal position data points), acceptable to the 

NSPM, using a control surface protractor on the ground. Force data may be 

acquired by using a hand held force gauge at the same rudder pedal position 

data points.

For airplanes with 

reversible control systems, 

surface position 

data acquisition 

should be accomplished with 

winds less than 

5 kts. 

2.a.4. ........................................................

Handling qualities. 

Static control tests. 

Nosewheel steering force. 

Breakout data may be acquired with a hand held force gauge. The remainder of 

the force to the stops may be calculated if the force gauge and a protractor 

are used to measure force after breakout for at least 25% of the total displacement capability.

2.a.5. ........................................................

Handling qualities. 

Static control tests. 

Rudder pedal steering calibration. 

Data may be acquired through the use of force pads on the rudder pedals and 

a pedal position measurement device, together with design data for 

nosewheel position.

2.a.6. ........................................................

Handling qualities. 

Static control tests. 

Pitch trim indicator vs. surface position 

calibration. 

Data may be acquired through calculations.

2.a.8. ........................................................

Handling qualities. 

Static control tests. 

Alignment of power lever angle vs. selected engine parameter (e.g., EPR, 

N1, Torque, Manifold pressure). 

Data may be acquired through the use of a temporary throttle quadrant scale to 

document throttle position. Use a synchronized video to record steady state 

instrument readings or hand-record steady state engine performance readings.

2.a.9. ........................................................

Handling qualities. 

Static control tests. 

Brake pedal position vs. force. 

Use of design or predicted data is acceptable. Data may be acquired by measuring deflection at ‘‘zero’’ and at ‘‘maximum.’’

2.c.1. ........................................................

Handling qualities. 

Longitudinal control tests. 

Power change force. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments, throttle position, and 

the force/position measurements of flight deck controls.

Power change dynamics test is 

acceptable 

using the same 

data acquisition 

methodology. 


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26616 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD—Continued 

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used. 

Information 

Objective test reference number and title Alternative data sources, procedures, and instrumentation Notes 

2.c.2. ........................................................

Handling qualities. 

Longitudinal control tests. 

Flap/slat change force. 

Data may be acquired by using an inertial measurement system and a synchronized video of calibrated airplane instruments, flap/slat position, and the 

force/position measurements of flight deck controls.

Flap/slat change 

dynamics test is 

acceptable 

using the same 

data acquisition 

methodology. 

2.c.4. ........................................................

Handling qualities. 

Longitudinal control tests. 

Gear change force. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments, gear position, and the 

force/position measurements of flight deck controls.

Gear change dynamics test is 

acceptable 

using the same 

data acquisition 

methodology. 

2.c.5. ........................................................

Handling qualities. 

Longitudinal control tests. 

Longitudinal trim. 

Data may be acquired through use of an inertial measurement system and a 

synchronized video of flight deck controls position (previously calibrated to 

show related surface position) and engine instrument readings.

2.c.6. ........................................................

Handling qualities. 

Longitudinal control tests. 

Longitudinal maneuvering stability (stick 

force/g). 

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

synchronized video of the calibrated airplane instruments; a temporary, high 

resolution bank angle scale affixed to the attitude indicator; and a wheel and 

column force measurement indication.

2.c.7. ........................................................

Handling qualities. 

Longitudinal control tests. 

Longitudinal static stability 

Data may be acquired through the use of a synchronized video of the airplane 

flight instruments and a hand held force gauge.

2.c.8. ........................................................

Handling qualities. 

Longitudinal control tests. 

Stall Warning (activation of stall warning 

device). 

Data may be acquired through a synchronized video recording of a stop watch 

and the calibrated airplane airspeed indicator. Hand-record the flight conditions and airplane configuration.

Airspeeds may be 

cross checked 

with those in the 

TIR and AFM. 

2.c.9.a. .....................................................

Handling qualities. 

Longitudinal control tests. 

Phugoid dynamics. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck controls.

2.c.10. ......................................................

Handling qualities. 

Longitudinal control tests. 

Short period dynamics. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck controls.

2.c.11. ......................................................

Handling qualities. 

Longitudinal control tests. 

Gear and flap/slat operating times. 

May use design data, production flight test schedule, or maintenance specification, together with an SOC.

2.d.2. ........................................................

Handling qualities. 

Lateral directional tests. 

Roll response (rate). 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck lateral controls.

2.d.3. ........................................................

Handling qualities. 

Lateral directional tests. 

(a) Roll overshoot. 

OR 

(b) Roll response to flight deck roll controller step input. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck lateral controls.

2.d.4. ........................................................

Handling qualities. 

Lateral directional tests. 

Spiral stability. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments; the force/position 

measurements of flight deck controls; and a stop watch.


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TABLE B2F.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION LEVEL 6 FTD—Continued 

QPS REQUIREMENTS 

The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix B are not used. 

Information 

Objective test reference number and title Alternative data sources, procedures, and instrumentation Notes 

2.d.6.a. .....................................................

Handling qualities. 

Lateral directional tests. 

Rudder response. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments; the force/position 

measurements of rudder pedals.

2.d.7. ........................................................

Handling qualities. 

Lateral directional tests. 

Dutch roll, (yaw damper OFF). 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck controls.

2.d.8. ........................................................

Handling qualities. 

Lateral directional tests. 

Steady state sideslip. 

Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated airplane instruments and the force/position 

measurements of flight deck controls.

Attachment 3 to Appendix B to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation 

lllllllllllllllllllll

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 SOQ or as 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 

lllllllllllllllllllll

TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD 

QPS requirements 

Entry 

No. Operations tasks 

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration 

List as defined in Appendix B, Attachment 2 of this part. 

1. Preflight 

Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers’ and instructors’ stations, and determine that the 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. 


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26618 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry 

No. Operations tasks 

3.a.3. .... Nosewheel/rudder steering. 

3.a.4. .... Landing gear, wing flap, leading edge device operation. 

3.b. ....... Rejected takeoff: 

3.b.1. .... Deceleration characteristics. 

3.b.2. .... Brakes/engine reverser/ground spoiler operation. 

3.b.3. .... Nosewheel/rudder steering. 

4. In-Flight Operations 

4.a. ....... Normal climb. 

4.b. ....... Cruise: 

4.b.1. .... Demonstration of performance characteristics (speed vs. power). 

4.b.2. .... Normal turns. 

4.b.3. .... Demonstration of high altitude handling. 

4.b.4. .... Demonstration of high airspeed handling/overspeed warning. 

4.b.5. .... Demonstration of Mach effects on control and trim. 

4.b.6. .... Steep turns. 

4.b.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. Non-precision Instrument Approaches: 


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TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry 

No. Operations tasks 

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. 

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. 


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TABLE B3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry 

No. Operations tasks 

8.e.1. .... Insertion/deletion. 

8.e.2. .... Problem clear. 

8.f. ........ Locks, Freezes, and Repositioning. 

8.f.1. ..... Problem (all) freeze/release. 

8.f.2. ..... Position (geographic) freeze/release. 

8.f.3. ..... Repositioning (locations, freezes, and releases). 

8.f.4. ..... Ground speed control. 

8.f.5. ..... Remote IOS, if installed. 

9. Sound Controls. On/off/adjustment 

10. Control Loading System (as applicable) On/off/emergency stop. 

11. Observer Stations. 

11.a. ..... Position. 

11.b. ..... Adjustments. 

End QPS Requirements 

TABLE B3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 5 FTD 

QPS requirements 

Entry 

No. 

Operations tasks 

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. 

1. Preflight 

Accomplish a functions check of all installed switches, indicators, systems, and equipment at all crewmembers’ and instructors’ stations, and determine that the 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). 


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TABLE B3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 5 FTD—Continued 

QPS requirements 

Entry 

No. 

Operations tasks 

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. 

5.b. ....... Abnormal/Emergency system operation (Installed systems). 

5.c. ....... Flap operation. 

5.d. ....... Landing gear operation 

5.e. ....... Engine Shutdown and Parking (if installed). 

5.e.1. .... Systems operation. 

5.e.2. .... Parking brake operation. 

6. Instructor Operating Station (IOS) 

6.a. ....... Power Switch(es). 

6.b. ....... Preset positions—ground, air. 

6.c. ....... Airplane system malfunctions (Installed systems). 

6.c.1. .... Insertion/deletion. 

6.c.2. .... Problem clear. 

TABLE B3C.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 4 FTD 

QPS requirements 

Entry 

No. 

Operations tasks 

Tasks in this table are subject to evaluation if appropriate for the airplane system or systems simulated as indicated in the SOQ Configuration List as defined in Appendix B, Attachment 2 of this part. 

1. .......... Level 4 FTDs are required to have at least one 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 

lllllllllllllllllllll

Begin Information 

Table of Contents 

Title of Sample 

Figure B4A Sample Letter, Request for 

Initial, Upgrade, or Reinstatement 

Evaluation 

Figure B4B Attachment: FTD Information 

Form 

Figure B4C Sample Letter of Compliance 

Figure B4D Sample Qualification Test 

Guide Cover Page 

Figure B4E Sample Statement of 

Qualification—Certificate 

Figure B4F Sample Statement of 

Qualification—Configuration List 

Figure B4G Sample Statement of 

Qualification—List of Qualified Tasks 

Figure B4H Sample Continuing 

Qualification Evaluation Requirements 

Page 

Figure B4I Sample MQTG Index of Effective 

FTD Directives 

BILLING CODE 4910–13–P 


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Appendix C to Part 60lQualification 

Performance Standards for Helicopter Full 

Flight Simulators 

llllllllllllllllllll

Begin Information 

This appendix establishes the standards for 

Helicopter FFS evaluation and qualification. 

The NSPM is responsible for the 

development, application, and 

implementation of the standards contained 

within this appendix. The procedures and 

criteria specified in this appendix will be 

used by the NSPM, or a person assigned by 

the NSPM, when conducting helicopter FFS 

evaluations. 

Table of Contents 

1. Introduction. 

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

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the Sponsor 

(§ 60.9). 

8. FFS Use (§ 60.11). 

9. FFS Objective Data Requirements (§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the 

FFS (§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for a Currently 

Qualified FFS (§ 60.16). 

13. Previously Qualified FFSs (§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance 

Requirements (§ 60.19). 

15. Logging FFS Discrepancies (§ 60.20). 

16. Interim Qualification of FFSs for New 

Helicopter Types or Models (§ 60.21). 

17. Modifications to FFSs (§ 60.23). 

18. Operations with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of 

Qualification (§ 60.29). 

21. Record Keeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or 

Incorrect Statements (§ 60.33). 

23. [Reserved]. 

24. [Reserved] 

25. FFS Qualification on the Basis of a 

Bilateral Aviation Safety Agreement 

(BASA) (§ 60.37). 

Attachment 1 to Appendix C to Part 60—

General Simulator Requirements. 

Attachment 2 to Appendix C to Part 60—FFS 

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 FFSs 

End Information 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

Begin Information 

a. This appendix contains background 

information as well as regulatory and 

informative material as described later in this 

section. To assist the reader in determining 

what areas are required and what areas are 

permissive, the text in this appendix is 

divided into two sections: ‘‘QPS 

Requirements’’ and ‘‘Information.’’ The QPS 

Requirements sections contain details 

regarding compliance with the part 60 rule 

language. These details are regulatory, but are 

found only in this appendix. The Information 

sections contain material that is advisory in 

nature, and designed to give the user general 

information about the regulation. 

b. 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: 9-aso-avr-sim-team@faa.gov. 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, ACs, a description 

of the qualification process, NSP policy, and 

an NSP ‘‘In-Works’’ section. Also linked from 

this site are additional information sources, 


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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 120–35, as amended, Line 

Operational Simulations: Line-Oriented 

Flight Training, Special Purpose Operational 

Training, Line Operational Evaluation. 

(11) AC 120–57, as amended, Surface 

Movement Guidance and Control System 

(SMGCS). 

(12) AC 120–63, as amended, Helicopter 

Simulator Qualification. 

(13) AC 150/5300–13, as amended, Airport 

Design. 

(14) AC 150/5340–1, as amended, 

Standards for Airport Markings. 

(15) AC 150/5340–4, as amended, 

Installation Details for Runway Centerline 

Touchdown Zone Lighting Systems. 

(16) AC 150/5340–19, as amended, 

Taxiway Centerline Lighting System. 

(17) AC 150/5340–24, as amended, 

Runway and Taxiway Edge Lighting System. 

(18) AC 150/5345–28, as amended, 

Precision Approach Path Indicator (PAPI) 

Systems 

(19) AC 150/5390–2, as amended, Heliport 

Design 

(20) International Air Transport 

Association document, ‘‘Flight Simulator 

Design and Performance Data Requirements,’’

as amended. 

(21) AC 29–2, as amended, Flight Test 

Guide for Certification of Transport Category 

Rotorcraft. 

(22) AC 27–1, as amended, Flight Test 

Guide for Certification of Normal Category 

Rotorcraft. 

(23) International Civil Aviation 

Organization (ICAO) Manual of Criteria for 

the Qualification of Flight Simulators, as 

amended. 

(24) Airplane Flight Simulator Evaluation 

Handbook, Volume I, as amended and 

Volume II, as amended, The Royal 

Aeronautical Society, London, UK. 

(25) FAA Publication FAA–S–8081 series 

(Practical Test Standards for Airline 

Transport Pilot Certificate, Type Ratings, 

Commercial Pilot, and Instrument Ratings). 

(26) The FAA Aeronautical Information 

Manual (AIM). An electronic version of the 

AIM is on the Internet at http://www.faa.gov/ 

atpubs. 

(27) Aeronautical Radio, Inc. (ARINC) 

document number 436, titled Guidelines For 

Electronic Qualification Test Guide (as 

amended). 

(28) Aeronautical Radio, Inc. (ARINC) 

document 610, Guidance for Design and 

Integration of Aircraft Avionics Equipment in 

Simulators (as amended). 

End Information 

lllllllllllllllllllll

2. Applicability (§§ 60.1 and 60.2) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.1, Applicability, or to 

§ 60.2, Applicability of sponsor rules to 

person who are not sponsors and who are 

engaged in certain unauthorized activities. 

End Information 

lllllllllllllllllllll

3. Definitions (§ 60.3) 

lllllllllllllllllllll

Begin Information 

See Appendix F 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 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.4, Qualification 

Performance Standards. 

End Information 

lllllllllllllllllllll

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

Begin Information 

See Appendix E of this part for additional 

regulatory and informational material 

regarding Quality Management Systems. 

End Information 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

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

to have a specific FFS, identified by the 

sponsor, used at least once in an FAAapproved flight training program for the 

helicopter simulated during the 12-month 

period described. The identification of the 

specific FFS may change from one 12-month 

period to the next 12-month period as long 

as that sponsor sponsors and uses at least one 

FFS at least once during the prescribed 

period. There is no minimum number of 

hours or minimum FFS periods required. 

b. The following examples describe 

acceptable operational practices: 

(1) Example One. 

(a) A sponsor is sponsoring a single, 

specific FFS for its own use, in its own 

facility or elsewhere—this single FFS forms 

the basis for the sponsorship. The sponsor 

uses that FFS at least once in each 12-month 

period in that sponsor’s FAA-approved flight 

training program for the helicopter 

simulated. This 12-month period is 

established according to the following 

schedule: 

(i) If the FFS was qualified prior to May 30, 

2008, the 12-month period begins on the date 

of the first continuing qualification 

evaluation conducted in accordance with 

§ 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 

§ 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FFS use required. 

(c) The identification of the specific FFS 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FFS at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FFSs, in its facility or elsewhere. 

Each additionally sponsored FFS must be—

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

FAA-approved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)); or 

(ii) Used by another FAA certificate holder 

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

helicopter simulated (as described in 

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

established in the same manner as in 

example one; or 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

helicopter, not the subject FFS or another 

FFS, during the preceding 12-month period) 

stating that the subject FFS’s performance 

and handling qualities represent the 

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

statement is provided at least once in each 

12-month period established in the same 

manner as in example one. 

(b) There is no minimum number of hours 

of FFS use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

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

instructor and/or technician training/ 

checking requirements, record keeping, QMS 

program). 

(c) All of the FFSs in the Chicago and 

Moscow centers could be dry-leased (i.e., the 

certificate holder does not have and use 


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FAA-approved flight training programs for 

the FFSs in the Chicago and Moscow centers) 

because—

(i) Each FFS in the Chicago center and each 

FFS in the Moscow center is used at least 

once each 12-month period by another FAA 

certificate holder in that other certificate 

holder’s FAA-approved flight training 

program for the helicopter (as described in 

§ 60.7(d)(1)); OR 

(ii) A statement is obtained from a 

qualified pilot (having flown the helicopter, 

not the subject FFS or another FFS during the 

preceding 12-month period) stating that the 

performance and handling qualities of each 

FFS in the Chicago and Moscow centers 

represents the helicopter (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the 

Sponsor (§ 60.9). 

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FFS. 

End Information 

lllllllllllllllllllll

8. FFS Use (§ 60.11) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.11, FFS Use. 

End Information 

lllllllllllllllllllll

9. FFS Objective Data Requirements (§ 60.13) 

llllllllllllllllllll

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 of this appendix. 

(4) Appropriate and sufficient data 

acquisition equipment or system(s), 

including appropriate data reduction and 

analysis methods and techniques, 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 Stability 

Augmentation System (SAS) or throttle 

position; and 

(5) Without alteration, adjustments, or bias. 

Data may be corrected to address known data 

calibration errors provided that an 

explanation of the methods used to correct 

the errors appears in the QTG. The corrected 

data may be re-scaled, digitized, or otherwise 

manipulated to fit the desired presentation. 

c. After completion of any additional flight 

test, a flight test report must be submitted in 

support of the validation data. The report 

must contain sufficient data and rationale to 

support qualification of the FFS at the level 

requested. 

d. As required by § 60.13(f), the sponsor 

must notify the NSPM when it becomes 

aware that an addition to, an amendment to, 

or a revision of data that may relate to FFS 

performance or handling characteristics is 

available. The data referred to in this 

paragraph is data 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 snap shot. 

End QPS Requirements 

lllllllllllllllllllll

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 § 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 QTG, the 

sponsor should submit to the NSPM for 

approval, a descriptive document (see Table 

C2D, Sample Validation Data Roadmap for 

Helicopters) 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-bycase 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 

10. Special Equipment and Personnel 

Requirements for Qualification of the FFS 

(§ 60.14) 

lllllllllllllllllllll

Begin Information 

a. In the event that the NSPM determines 

that special equipment or specifically 

qualified persons will be required to conduct 

an evaluation, the NSPM will make every 

attempt to notify the sponsor at least one (1) 

week, but in no case less than 72 hours, in 

advance of the evaluation. Examples of 

special equipment include spot photometers, 

flight control measurement devices, and 

sound analyzers. Examples of specially 

qualified personnel include individuals 

specifically qualified to install or use any 

special equipment when its use is required. 

b. Examples of a special evaluation include 

an evaluation conducted after an FFS is 

moved, at the request of the TPAA, or as a 

result of comments received from users of the 

FFS that raise questions about the continued 

qualification or use of the FFS. 

End Information 

lllllllllllllllllllll


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11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15) 

lllllllllllllllllllll

Begin QPS Requirements 

a. In order to be qualified at a particular 

qualification level, the FFS must: 

(1) Meet the general requirements listed in 

Attachment 1 of this appendix; 

(2) Meet the objective testing requirements 

listed in Attachment 2 of this appendix; and 

(3) Satisfactorily accomplish the subjective 

tests listed in Attachment 3 of this appendix. 

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

include all of the following: 

(1) A statement that the FFS meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

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

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) A 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, of this appendix, 

for a sample QTG cover page). 

(2) A continuing qualification evaluation 

schedule requirements page. This page will 

be used by the NSPM to establish and record 

the frequency with which continuing 

qualification evaluations must be conducted 

and any subsequent changes that may be 

determined by the NSPM in accordance with 

§ 60.19. See Attachment 4 of this appendix, 

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, of this appendix 

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. 

(9) Recording procedures or equipment 

required to accomplish the objective tests. 

(10) The following information for each 

objective test designated in Attachment 2 of 

this appendix, 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 

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. 


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k. All other FFSs not covered in 

subparagraph ‘‘j’’ must have an electronic 

copy of the MQTG by May 30, 2014. An 

electronic copy of the MQTG 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 

lllllllllllllllllllll

Begin Information 

m. Only those FFSs that are sponsored by 

a certificate holder as defined in Appendix 

F of this part 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 of 

this appendix, the objective tests listed in 

Attachment 2 of this appendix, 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 FFS is qualified, 

referencing the tasks described in Table C1B 

in Attachment 1 of this appendix. However, 

it is the sponsor’s responsibility to obtain 

TPAA approval prior to using the FFS 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, of this appendix, 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 of this appendix. 

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 § 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 § 60.15(g)(6), include 

takeoffs and landing from slopes and 

pinnacles. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for a Currently 

Qualified FFS (§ 60.16) 

No additional regulatory or informational 

material applies to § 60.16, Additional 

Qualifications for a Currently Qualified FFS. 

13. Previously Qualified FFSs (§ 60.17) 

lllllllllllllllllllll

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. 


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(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 May 30, 2009, each visual scene or 

airport model beyond the minimum required 

for the FFS qualification level that is 

installed in and available for use in a 

qualified FFS must meet the requirements 

described in Attachment 3 of this appendix. 

d. Simulators qualified prior to May 30, 

2008, may be updated. If an evaluation is 

deemed appropriate or necessary by the 

NSPM after such an update, the evaluation 

will not require an evaluation to standards 

beyond those against which the simulator 

was originally qualified. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

e. Other certificate holders or persons 

desiring to use an FFS may contract with FFS 

sponsors to use FFSs previously qualified at 

a particular level for a helicopter type and 

approved for use within an FAA-approved 

flight training program. Such FFSs are not 

required to undergo an additional 

qualification process, except as described in 

§ 60.16. 

f. Each FFS user must obtain approval from 

the appropriate TPAA to use any FFS in an 

FAA-approved flight training program. 

g. The intent of the requirement listed in 

§ 60.17(b), for each FFS to have an SOQ 

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. 

h. Downgrading of an FFS is a permanent 

change in qualification level and will 

necessitate the issuance of a revised SOQ 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. 

i. The NSPM will determine the evaluation 

criteria for an FFS that has been removed 

from active status. The criteria will be based 

on the number of continuing qualification 

evaluations and quarterly inspections missed 

during the period of inactivity. For example, 

if the FFS were out of service for a 1 year 

period, it would be necessary to complete the 

entire QTG, since all of the quarterly 

evaluations would have been missed. The 

NSPM will also consider how the FFS was 

stored, whether parts were removed from the 

FFS and whether the FFS was disassembled. 

j. The FFS will normally be requalified 

using the FAA-approved MQTG and the 

criteria that was in effect prior to its removal 

from qualification. However, inactive periods 

of 2 years or more will require requalification 

under the standards in effect and current at 

the time of requalification. 

End Information 

lllllllllllllllllllll

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The sponsor must conduct a minimum 

of four evenly spaced inspections throughout 

the year. The objective test sequence and 

content of each inspection must be 

developed by the sponsor and must be 

acceptable to the NSPM. 

b. The description of the functional 

preflight check 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 

lllllllllllllllllllll

Begin Information 

f. The sponsor’s test sequence and the 

content of each quarterly inspection required 

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

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FFS systems. 

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 § 60.19(b), will 

normally require 4 hours of FFS time. 

However, flexibility is necessary to address 

abnormal situations or situations involving 

aircraft with additional levels of complexity 

(e.g., computer controlled aircraft). The 

sponsor should anticipate that some tests 

may require additional time. The continuing 

qualification evaluations will consist of the 

following: 

(1) Review of the results of the quarterly 

inspections conducted by the sponsor since 

the last scheduled continuing qualification 

evaluation. 

(2) A selection of approximately 8 to 15 

objective tests from the MQTG that provide 

an adequate opportunity to evaluate the 

performance of the FFS. The tests chosen 

will be performed either automatically or 

manually and should be able to be conducted 

within approximately one-third (1/3) of the 

allotted FFS time. 

(3) A subjective evaluation of the FFS to 

perform a representative sampling of the 

tasks set out in attachment 3 of this 

appendix. This portion of the evaluation 

should take approximately two-thirds (2/3) of 

the allotted FFS time. 

(4) An examination of the functions of the 

FFS may include the motion system, visual 

system, sound system, instructor operating 

station, and the normal functions and 

simulated malfunctions of the simulated 

helicopter systems. This examination is 

normally accomplished simultaneously with 

the subjective evaluation requirements. 

End Information 

lllllllllllllllllllll

15. Logging FFS Discrepancies (§ 60.20) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.20. Logging FFS 

Discrepancies. 

End Information 

lllllllllllllllllllll

16. Interim Qualification of FFSs for New 

Helicopter Types or Models (§ 60.21) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.21, Interim 

Qualification of FFSs for New Helicopter 

Types or Models. 

End Information 

lllllllllllllllllllll

17. Modifications to FFSs (§ 60.23) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

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

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FFS and the 

results that are expected with the 

modification incorporated. 

b. Prior to using the modified FFS: 

(1) All the applicable objective tests 

completed with the modification 


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incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

(3) FSTD Directives are considered 

modifications of an FFS. See Attachment 4 of 

this appendix for a sample index of effective 

FSTD Directives. See Attachment 6 of this 

appendix for a list of all effective FSTD 

Directives applicable to Helicopter FFSs. 

End Information 

lllllllllllllllllllll

18. Operation with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FFS, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. It is the responsibility of the instructor, 

check airman, or representative of the 

administrator conducting training, testing, or 

checking to exercise reasonable and prudent 

judgment to determine if any MMI 

component is necessary for the satisfactory 

completion of a specific maneuver, 

procedure, or task. 

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

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

d. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FFS. Repairs 

having a larger impact on FFS capability to 

provide the required training, evaluation, or 

flight experience will have a higher priority 

for repair or replacement. 

End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FFS is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing 

required for requalification. 

End Information 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FFS will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FFS is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing 

required for requalification. 

End Information 

lllllllllllllllllllll

21. Record Keeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FFS modifications can include hardware 

or software changes. For FFS modifications 

involving software programming changes, the 

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

of the name of the aircraft system software, 

aerodynamic model, or engine model change, 

the date of the change, a summary of the 

change, and the reason for the change. 

b. If a coded form for record keeping is 

used, it must provide for the preservation 

and retrieval of information with appropriate 

security or controls to prevent the 

inappropriate alteration of such records after 

the fact. 

End QPS Requirements 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.33, Applications, 

Logbooks, Reports, and Records: Fraud, 

Falsification, or Incorrect Statements. 

23. [Reserved] 

24. [Reserved] 

25. FFS Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

No additional regulatory or informational 

material applies to § 60.37, FFS Qualification 

on the Basis of a Bilateral Aviation Safety 

Agreement (BASA). 

End Information 

lllllllllllllllllllll

Attachment 1 to Appendix C to Part 60—

GENERAL SIMULATOR REQUIREMENTS 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Certain requirements included in this 

appendix must be supported with an SOC as 

defined in Appendix F of this part, which 

may include objective and subjective tests. 

The requirements for SOCs are indicated in 

the ‘‘General Simulator Requirements’’

column in Table C1A of this appendix. 

b. Table C1A describes the requirements 

for the indicated level of FFS. Many devices 

include operational systems or functions that 

exceed the requirements outlined in this 

section. However, all systems will be tested 

and evaluated in accordance with this 

appendix to ensure proper operation. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

2. Discussion 

a. This attachment describes the general 

simulator requirements for qualifying a 

helicopter FFS. The sponsor should also 

consult the objective tests in Attachment 2 of 

this appendix and the examination of 

functions and subjective tests listed in 

Attachment 3 of this appendix 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. 

(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 FFS 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 

lllllllllllllllllllll


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

1. .......... General Flight Deck Configuration 

1.a. ....... The simulator must have a flight deck that is a replica of 

the helicopter being simulated.

The simulator must have controls, equipment, observable flight deck indicators, circuit breakers, and bulkheads properly located, functionally accurate and replicating the helicopter. The direction of movement of 

controls and switches must be identical to that in the 

helicopter. Pilot seats must afford the capability for 

the occupant to be able to achieve the design ‘‘eye 

position’’ established for the helicopter being simulated. Equipment for the operation of the 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.

X X X For simulator purposes, the flight deck consists of all 

that space forward of a cross section of the fuselage 

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

stations and those required bulkheads aft of the pilot 

seats. For clarification, bulkheads containing only 

items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, 

and aircraft documents pouches are not considered 

essential and may be omitted. 

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

observable flight deck indications must be properly located and functionally accurate.

X X X 

2. .......... Programming 

2.a. ....... A flight dynamics model that accounts for various combinations of air speed and power normally encountered in flight must correspond to actual flight conditions, including the effect of change in helicopter attitude, aerodynamic and propulsive forces and moments, altitude, temperature, mass, center of gravity 

location, and configuration.

An SOC is required 

X X X 

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

meet the qualification level sought.

An SOC is required 

X X X 

2.c. ....... Ground handling (where appropriate) and aerodynamic 

programming must include the following:.

2.c.1. .... Ground effect ....................................................................

Level B does not require hover programming 

An SOC is required 

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. 

2.c.2. .... Ground reaction ................................................................

Level B does not require hover programming 

An SOC is required 

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. 

2.d. ....... The simulator must provide for manual and automatic 

testing of simulator hardware and software programming to determine compliance with simulator objective 

tests as prescribed in Attachment 2 of this appendix.

An SOC is required 

X X This may include an automated system, which could be 

used for conducting at least a portion of the QTG 

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


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

2.e. ....... The relative responses of the motion system, visual system, and flight deck instruments must be measured 

by latency tests or transport delay tests. Motion onset 

must occur before the end of the scan of that video 

field. Instrument response may not occur prior to motion onset. Test results must be within the following 

limits: 

The intent is to verify that the simulator provides instrument, motion, and visual cues that are like the helicopter responses within the stated time delays. It is 

preferable motion onset occur before the start of the 

visual scene change (the start of the scan of the first 

video field containing different information). For helicopter response, acceleration in the appropriate corresponding rotational axis is preferred. 

2.e.1. .... Response must be within 150 milliseconds of the helicopter response.X 

2.e.2. .... Response must be within 100 milliseconds of the helicopter response.X X 

2.f. ........ The simulator must simulate brake and tire failure dynamics (including antiskid failure, if appropriate).

An SOC is required. .........................................................

X X The simulator should represent the motion (in the appropriate axes) and the directional control characteristics of the helicopter when experiencing simulated 

brake or tire failures. 

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

(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) Representations of settling with power, and 

(6) Retreating blade stall. 

An SOC is required. 

X X See Attachment 2 of this appendix for further information on ground effect. 

2.h. ....... The simulator must provide for realistic mass properties, 

including gross weight, center of gravity, and moments of inertia as a function of payload and fuel 

loading.

An SOC is required. 

X X X 

3. .......... Equipment Operation 

3.a. ....... All relevant instrument indications involved in the simulation of the helicopter must automatically respond to 

control movement or external disturbances to the simulated helicopter; e.g., turbulence or windshear. Numerical values must be presented in the appropriate 

units.

X X X 

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

equipment must be installed and operate within the 

tolerances applicable for the helicopter being simulated.

X X X See Attachment 3 of this appendix for further information regarding long-range navigation equipment. 

3.c. ....... Simulated helicopter systems must operate as the helicopter systems operate under normal, abnormal, and 

emergency operating conditions on the ground and in 

flight.

X X X 

3.d. ....... The simulator must provide pilot controls with control 

forces and control travel that correspond to the simulated helicopter. The simulator must also react in the 

same manner as the helicopter under the same flight 

conditions.

X X X 


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

3.e. ....... Simulator control 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.

X X 

4. .......... Instructor/Evaluator Facilities 

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

seats must provide adequate vision to the pilot’s 

panel and forward windows. All seats other than flight 

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

and equipped with similar positive restraint devices.

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

additional seats based on unique flight deck configurations. 

4.b. ....... The simulator must have controls that enable the instructor/evaluator to control all required system variables and insert all abnormal or emergency conditions 

into the simulated helicopter systems as described in 

the sponsor’s FAA-approved training program, or as 

described in the relevant operating manual as appropriate.

X X X 

4.c. ....... The simulator must have instructor controls for all environmental effects expected to be available at the IOS; 

e.g., clouds, visibility, icing, precipitation, temperature, 

storm cells, and wind speed and direction.

X X X 

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

the ability to present ground and air hazards.

X X For example, another aircraft crossing the active runway 

and converging airborne traffic. 

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

the ability to present the effect of re-circulating dust, 

water vapor, or snow conditions that develop as a result of rotor downwash.

X X This is a selectable condition that is not required for all 

operations on or near the surface. 

5. .......... Motion System 

5.a. ....... The simulator must have motion (force) cues perceptible 

to the pilot that are representative of the motion in a 

helicopter.

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

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

5.b. ....... The simulator must have a motion (force cueing) system 

with a minimum of three degrees of freedom (at least 

pitch, roll, and heave).

An SOC is required. 

X 

5.c. ....... The simulator must have a motion (force cueing) system 

that produces cues at least equivalent to those of a 

six-degrees-of-freedom, synergistic platform motion 

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

An SOC is required. 

X X 

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

An SOC is required. 

X X X 

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

to include the following:.

(1) Runway rumble, oleo deflections, effects of ground 

speed, uneven runway, characteristics. 

X X X 

(2) Buffets due to transverse flow effects. 

(3) Buffet during extension and retraction of landing 

gear. 


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

(4) Buffet due to retreating blade stall. 

(5) Buffet due to vortex ring (settling with power). 

(6) Representative cues resulting from touchdown. 

(7) High speed rotor vibrations. 

(8) Tire failure dynamics .................................................. X X 

(9) Engine malfunction and engine damage 

(10) Airframe ground strike 

(11) Motion vibrations that result from atmospheric disturbances.X For air turbulence, general purpose disturbance models 

are acceptable if, when used, they produce test results that approximate demonstrable flight test data. 

5.f. ........ The simulator must provide characteristic motion vibrations that result from operation of the helicopter (for 

example, retreating blade stall, extended landing 

gear, settling with power) in so far as vibration marks 

an event or helicopter state, which can be sensed in 

the flight deck.

X The simulator should be programmed and instrumented 

in such a manner that the characteristic buffet modes 

can be measured and compared to helicopter data. 

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 must have a visual system providing an 

out-of-the-flight deck view.

X X X 

6.b. ....... The simulator must provide a continuous field-of-view of 

at least 75° horizontally and 30° 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. 

X 

6.c. ....... The simulator must provide a continuous visual field-ofview of at least 146° horizontally and 36° vertically 

per pilot seat. Both pilot seat visual systems must be 

operable simultaneously. Horizontal field-of-view is 

centered on the zero degree azimuth line relative to 

the aircraft fuselage. The minimum horizontal field-ofview 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. 

Capability for a field-of-view in excess of the minimum 

is not required for qualification at Level C. However, 

where specific tasks require extended fields of view 

beyond the 146° by 36° (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. 

X Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck 

cut-off angle. The sponsor may request the NSPM to 

evaluate the FFS for specific authorization(s) for the 

following: 

(1) Specific areas within the database needing higher 

resolution to support landings, take-offs and ground 

cushion exercises and training away from a heliport, 

including elevated heliport, helidecks and confined 

areas. 

(2) For cross-country flights, sufficient scene details to 

allow for ground to map navigation over a sector 

length equal to 30 minutes at an average cruise 

speed. 

(3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. 


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

6.d. ....... The simulator must provide a continuous visual field-ofview of at least 176° horizontally and 56° vertically 

per pilot seat. Both pilot seat visual systems must be 

operable simultaneously. Horizontal field-of-view is 

centered on the zero degree azimuth line relative to 

the aircraft fuselage. The minimum horizontal field-ofview 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. Capability for a field-of-view in 

excess of the minimum is not required for qualification 

at Level D. However, where specific tasks require extended fields of view beyond the 176° by 56° (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. 

X Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck 

cut-off angle.The sponsor may request the NSPM to 

evaluate the FFS for specific authorization(s) for the 

following: 

(1) Specific areas within the database needing higher 

resolution to support landings, take-offs and ground 

cushion exercises and training away from a heliport, 

including elevated heliport, helidecks and confined 

areas. 

(2) For cross-country flights, sufficient scene details to 

allow for ground to map navigation over a sector 

length equal to 30 minutes at an average cruise 

speed. 

(3) For offshore airborne radar approaches (ARA), harmonized visual/radar representations of installations. 

6.e. ....... The visual system must be free from optical discontinuities and artifacts that create non-realistic cues.X X X Nonrealistic cues might include image ‘‘swimming’’ and 

image ‘‘roll-off,’’ that may lead a pilot to make incorrect assessments of speed, acceleration and/or situational awareness. 

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

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

require operational landing lights..

X X X 

6.g. ....... The simulator 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 

X X X 

6.h. ....... Each airport 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 

X X X 

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

with dynamic response programming.

X X X 

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

ground visible from the simulator flight deck is the 

same as from the helicopter flight deck (within established tolerances) when at the correct airspeed and 

altitude above the touchdown zone.

X X X This will show the modeling accuracy of the scene with 

respect to a predetermined position from the end of 

the runway ‘‘in use.’’

6.k. ....... The simulator must provide visual cues necessary to assess rate of change of height, height AGL, and 

translational displacement and rates during takeoffs 

and landings.

X 


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26646 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

6.l. ........ The simulator must provide visual cues necessary to assess rate of change of height, height AGL, as well as 

translational displacement and rates during takeoff, 

low altitude/low airspeed maneuvering, hover, and 

landing.

X X 

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

visual environment relating to the simulator attitude.

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

pitch and roll of the horizon as displayed in the visual 

scene compared to the display on the attitude indicator. 

6.n ........ The simulator must provide for quick confirmation of visual system color, RVR, focus, and intensity.

An SOC is required. 

X X 

6.o. ....... The simulator must be capable of producing at least 10 

levels of occulting.

X X 

6.p. ....... Night Visual Scenes. The simulator must provide night 

visual scenes with sufficient scene content to recognize the airport, the terrain, and major landmarks 

around the airport. The scene content must allow a 

pilot to successfully accomplish a visual landing. Night 

scenes, as a minimum, must provide presentations of 

sufficient surfaces with appropriate textural cues that 

include self-illuminated objects such as road networks, ramp lighting, and airport signage, to conduct 

a visual approach, a landing, and airport movement 

(taxi). Scenes must include a definable horizon and 

typical terrain characteristics such as fields, roads and 

bodies of water and surfaces illuminated by helicopter 

landing lights.

X X X 

6.q. ....... Dusk (Twilight) Visual Scenes. The simulator must provide dusk (or twilight) visual scenes with sufficient 

scene content to recognize the airport, the terrain, 

and major landmarks around the airport. The scene 

content must allow a pilot to successfully accomplish 

a visual landing. Dusk (or twilight) scenes, as a minimum, must provide full color presentations of reduced ambient intensity, sufficient surfaces with appropriate textural cues that include self-illuminated objects such as road networks, ramp lighting and airport 

signage, to conduct a visual approach, landing and 

airport movement (taxi). Scenes must include a definable horizon and typical terrain characteristics such 

as fields, roads and bodies of water and surfaces illuminated by representative aircraft lighting (e.g., landing lights). If provided, directional horizon lighting 

must have correct orientation and be consistent with 

surface shading effects. Total scene content must be 

comparable in detail to that produced by 10,000 visible textured surfaces and 15,000 visible lights with 

sufficient system capacity to display 16 simultaneously moving objects.

An SOC is required. 

X X 


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TABLE C1A.—MINIMUM SIMULATOR REQUIREMENTS—Continued 

Entry 

No. 

QPS requirements Simulator levels Information 

General simulator requirements B C D Notes 

6.r. ........ Daylight Visual 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 and distracting quantization and other distracting visual effects while the simulator is in motion.

An SOC is required. 

X X 

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

that portray physical relationships known to cause 

landing illusions to pilots.

X X For example: short runways, landing approaches over 

water, uphill or downhill runways, rising terrain on the 

approach path, unique topographic features. 

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

thunderstorm on takeoff and during approach and 

landing. Representations need only be presented at 

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

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

X X 

6.u. ....... The simulator must present visual scenes of wet and 

snow-covered runways, including runway lighting reflections for wet conditions, and partially obscured 

lights for snow conditions.

X X The NSPM will consider suitable alternative effects. 

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

directionality of all airport lighting.

X X 

7. .......... Sound System 

7.a. ....... The simulator must provide flight deck sounds that result from pilot actions that correspond to those that 

occur in the helicopter.

X X X 

7.b. ....... Volume control, if installed, must have an indication of 

the sound level setting.

X X X 

7.c. ....... The simulator must accurately simulate the sound of 

precipitation, windshield wipers, and other significant 

helicopter noises perceptible to the pilot during normal 

and abnormal operations, and include the sound of a 

crash (when the simulator is landed in an unusual attitude or in excess of the structural gear limitations); 

normal engine sounds; and the sounds of gear extension and retraction.

An SOC is required. 

X X 

7.d. ....... The simulator 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.

X 


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26648 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C1B.—TABLE OF TASKS VS. SIMULATOR LEVEL

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The simulator must be able to perform the tasks associated with that level of 

qualification. 

Simulator 

levels Notes 

B C D 

1. Preflight Procedures 

1.a. ...... Preflight Inspection (Flight deck Only) switches, indicators, systems, and 

equipment.

X X X 

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 shutdowns (hot start, hung start) ...................................... X X X 

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 

2.a.3. ... Running ............................................................................................................... X X X 

2.b. ...... Instrument ........................................................................................................... X X X 

2.c. ...... Powerplant Failure During Takeoff ..................................................................... X X X 

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, steep) ............................................................................... X X X 

4.b. ...... Powerplant Failure—Multiengine Helicopters ..................................................... X X X 

4.c. ...... Powerplant Failure—Single-Engine Helicopters ................................................. X X X 

4.d. ...... Recovery From Unusual Attitudes ...................................................................... X X X 

4.e. ...... Settling with Power ............................................................................................. X X X

4.f. ....... Specific Flight Characteristics incorporated into the user’s FAA approved flight 

training program.

A A A 

5. Instrument Procedures 

5.a. ...... Instrument Arrival ................................................................................................ X X X 

5.b. ...... Holding ................................................................................................................ X X X 

5.c. ...... Precision Instrument Approach.


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26649 

TABLE C1B.—TABLE OF TASKS VS. SIMULATOR LEVEL—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The simulator must be able to perform the tasks associated with that level of 

qualification. 

Simulator 

levels Notes 

B C D 

5.c.1. ... Normal—All engines operating ........................................................................... X X X 

5.c.2. ... Manually controlled—One or more engines inoperative .................................... X X X 

5.d. ...... Non-precision Instrument Approach ................................................................... X X X 

5.e. ...... Missed Approach.

5.e.1. ... All engines operating .......................................................................................... X X X 

5.e.2. ... One or more engines inoperative ....................................................................... X X X 

5.e.3. ... Stability augmentation system failure ................................................................. X X X 

6. Landings and Approaches to Landings 

6.a. ...... Visual Approaches (normal, steep, shallow) ...................................................... X X X 

6.b. ...... Landings.

6.b.1. ... Normal/crosswind.

6.b.1.a. Running ............................................................................................................... X X X 

6.b.1.b. From Hover ......................................................................................................... X X

6.b.2. ... One or more engines inoperative ....................................................................... X X X 

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 Extinguisher Systems ........................................................... X X X 

7.g. ...... Navigation and Aviation Systems ....................................................................... X X X 

7.h. ...... Automatic Flight Control System, Electronic Flight Instrument System, and 

Related Subsystems.

X X X 

7.i. ....... Flight Control Systems ........................................................................................ X X X 

7.j. ....... Anti-ice and Deice Systems ................................................................................ X X X 

7.k. ...... Aircraft and Personal Emergency Equipment ..................................................... X X X 

7.l. ....... Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared 

System, External Loads and as listed on the SOQ).

A A X 

8. Emergency procedures (as applicable) 

8.a. ...... Emergency Descent ............................................................................................ X X X 

8.b. ...... Inflight Fire and Smoke Removal ....................................................................... X X X 

8.c. ...... Emergency Evacuation ....................................................................................... X X X 

8.d. ...... Ditching ............................................................................................................... X X X 

8.e. ...... Autorotative Landing ........................................................................................... X X X 


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26650 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C1B.—TABLE OF TASKS VS. SIMULATOR LEVEL—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The simulator must be able to perform the tasks associated with that level of 

qualification. 

Simulator 

levels Notes 

B C D 

8.f. ....... Retreating blade stall recovery ........................................................................... X X X 

8.g. ...... Mast bumping ...................................................................................................... X X X 

8.h. ...... Loss of tail rotor effectiveness ............................................................................ X X X 

8.i. ....... Vortex recovery ................................................................................................... X X X 

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 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 C1C.—TABLE OF TASKS VS. SIMULATOR LEVEL

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The simulator must be able to perform the tasks associated with that level of 

qualification. 

Simulator 

levels Notes 

B C D 

1. ......... Instructor Operating Station (IOS), as appropriate 

1.a. ...... Power switch(es) ................................................................................................. X X X 

1.b. ...... Helicopter conditions ........................................................................................... X X X e.g., GW, CG, Fuel loading, Systems, 

Ground Crew. 

1.c. ...... Airports/Heliports/Helicopter Landing Areas ....................................................... X X X e.g., Selection, Surface, Presets, Lighting controls 

1.d. ...... Environmental controls. ....................................................................................... X X X e.g., Clouds, Visibility, RVR, Temp, 

Wind, Ice, Snow, Rain, and 

Windshear. 

1.e. ...... Helicopter system malfunctions (Insertion/deletion) ........................................... X X X 

1.f. ....... Locks, Freezes, and Repositioning ..................................................................... X X X 

2. ......... Sound Controls. 

2.a. ...... On/off/adjustment ................................................................................................ X X X 

3. ......... Motion/Control Loading System 

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

4. ......... Observer Seats/Stations 

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

Attachment 2 to Appendix C to Part 60—FFS 

Objective Tests 

lllllllllllllllllllll

Begin Information 


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26651 

TABLE OF CONTENTS

Paragraph 

No. Title 

1. ................. Introduction. 

2. ................. Test Requirements. 

Table C2A, Objective Tests. 

3. ................. General. 

4. ................. Control Dynamics. 

5. ................. [Reserved]. 

6. ................. Motion System. 

7. ................. Sound System. 

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

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. 

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 

lllllllllllllllllllll

Begin QPS Requirements 

2. Test Requirements 

a. The ground and flight tests required for 

qualification are listed in Table of C2A, FFS 

Objective Tests. Computer-generated 

simulator test results must be provided for 

each test except where an alternative test is 

specifically authorized by the NSPM. If a 

flight condition or operating condition is 

required for the test but does not apply to the 

helicopter being simulated or to the 

qualification level sought, it may be 

disregarded (e.g., an engine out missed 

approach for a single-engine helicopter, or a 

hover test for a Level B simulator). Each test 

result is compared against the validation data 

described in § 60.13 and in this appendix. 

Although use of a driver program designed to 

automatically accomplish the tests is 

encouraged for all simulators and required 

for Level C and Level D simulators, each test 

must be able to be accomplished manually 

while recording all appropriate parameters. 

The results must be produced on an 

appropriate recording device acceptable to 

the NSPM and must include simulator 

number, date, time, conditions, tolerances, 

and appropriate dependent variables 

portrayed in comparison to the validation 

data. Time histories are required unless 

otherwise indicated in Table C2A. All results 

must be labeled using the tolerances and 

units given. 

b. Table C2A sets out the test results 

required, including the parameters, 

tolerances, and flight conditions for 

simulator validation. Tolerances are provided 

for the listed tests because mathematical 

modeling and acquisition/development of 

reference data are often inexact. All 

tolerances listed in the following tables are 

applied to simulator performance. When two 

tolerance values are given for a parameter, 

the less restrictive value may be used unless 

otherwise indicated. In those cases where a 

tolerance is expressed only as a percentage, 

the tolerance percentage applies to the 

maximum value of that parameter within its 

normal operating range as measured from the 

neutral or zero position unless otherwise 

indicated. 

c. Certain tests included in this attachment 

must be supported with an 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 


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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 

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. 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. 

j. Tests of handling qualities must include 

validation of augmentation devices. FFSs for 

highly augmented helicopters will be 

validated both in the unaugmented 

configuration (or failure state with the 

maximum permitted degradation in handling 

qualities) and the augmented configuration. 

Where various levels of handling qualities 

result from failure states, validation of the 

effect of the failure is necessary. For those 

performance and static handling qualities 

tests where the primary concern is control 

position in the unaugmented configuration, 

unaugmented data are not required if the 

design of the system precludes any affect on 

control position. In those instances where the 

unaugmented helicopter response is 

divergent and non-repeatable, it may not be 

feasible to meet the specified tolerances. 

Alternative requirements for testing will be 

mutually agreed upon by the sponsor and the 

NSPM on a case-by-case basis. 

k. 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. 

l. In cases where light-class helicopters are 

being simulated, prior coordination with the 

NSPM on acceptable weight ranges is 

required. The terms ‘‘light’’, ‘‘medium’’, and 

‘‘near maximum’’, as defined in Appendix F 

of this part, may not be appropriate for the 

simulation of light-class helicopters. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

m. 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. 

n. For references on basic operating weight, 

see AC 120–27, Aircraft Weight and Balance; 

and FAA–H–8083–1, Aircraft Weight and 

Balance Handbook. 

End Information 

lllllllllllllllllllll

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

1. Performance 

1.a. ........ Engine Assessment 

1.a.1. ..... Start Operations 

1.a.1.a ... Engine start and acceleration (transient).Light Off Time—±10% or 

±1 sec., Torque—±5%, 

Rotor Speed—±3%, 

Fuel Flow—±10%, Gas 

Generator Speed—

±5%, Power Turbine 

Speed—±5%, Gas Turbine Temp.—±30°C.

Ground with the Rotor 

Brake Used and Not 

Used, if applicable. 

Record each engine start 

from the initiation of the 

start sequence to 

steady state idle and 

from steady state idle 

to operating RPM. 

X X X 

1.a.1.b. .. Steady State Idle and 

Operating RPM conditions.

Torque—±3%, Rotor 

Speed—±1.5%, Fuel 

Flow—±5%, Gas Generator Speed—±2%, 

Power Turbine 

Speed—±2%, Turbine 

Gas Temp.—±20°C.

Ground ............................ Record both steady state 

idle and operating RPM 

conditions. May be a 

series of snapshot 

tests. 

X X X 

1.a.2. ..... Power Turbine Speed 

Trim.

±10% of total change of 

power turbine speed, 

or ±0.5% change of 

rotor speed. 

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

to trim system actuation in both directions. 

X X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

1.a.3. ..... Engine and Rotor Speed 

Governing.

Torque—±5%, Rotor 

Speed—1.5%.

Climb and descent .......... Record results using a 

step input to the collective. May be conducted 

concurrently with climb 

and descent performance tests. 

X X X 

1.b. ........ Surface Operations 

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

helicopter turn radius. 

Ground ............................ If brakes are used, brake 

pedal position and 

brake system pressure 

must be matched to 

the helicopter flight test 

value. 

X X X 

1.b.2. ..... Rate of Turn vs. Pedal 

Deflection, Brake Application, or Nosewheel 

Angle, as applicable.

±10% or ±2°/sec. Turn 

Rate. 

Ground Takeoff ............... If brakes are used, brake 

pedal position and 

brake system pressure 

must be matched to 

the helicopter flight test 

value. 

X X X 

1.b.3. ..... Taxi ................................. Pitch Angle—±1.5°, 

Torque—±3%, Longitudinal Control Position—

±5%, Lateral Control 

Position—±5%, Directional Control Position—±5%, Collective 

Control Position—±5%.

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

position and pitch attitude during ground taxi 

for a specific ground 

speed, wind speed and 

direction, and density 

altitude. 

X X X 

1.b.4. ..... Brake Effectiveness ........ ±10% of time and distance. Ground ............................ X X X 

1.c. ........ Takeoff 

When the speed range for the following tests is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground speed, 

as appropriate. 

1.c.1. ..... All Engines ...................... Airspeed—±3 kt, Altitude—±20 ft (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, 

Vertical Velocity—±100 

fpm (0.50m/sec) or 

10%, Pitch Attitude—

±1.5°, Bank Attitude—

±2°, Heading—±2°, 

Longitudinal Control 

Position—±10%, Lateral Control Position—

±10%, Directional Control Position—±10%, 

Collective Control Position—±10%.

Ground/Takeoff and Initial 

Segment of Climb. 

Record results of takeoff 

flight path as appropriate to helicopter 

model simulated (running takeoff for Level 

B, takeoff from a hover 

for Level C and D). For 

Level B, the criteria 

apply only to those 

segments at airspeeds 

above effective 

translational lift. Results must be recorded 

from the initiation of the 

takeoff to at least 200 

ft (61m) AGL. 

X X X 

1.c.2. ..... One Engine Inoperative 

continued takeoff. 

Airspeed—±3 kt, Altitude—±20 ft (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, 

Vertical Velocity—±100 

fpm (0.50m/sec) or 

10%, Pitch Attitude—

±1.5°, Bank Attitude—

±2°, Heading—±2°, 

Longitudinal Control 

Position—±10% Lateral 

Control Position—

±10%, Directional Control Position—±10%, 

Collective Control Position—±10%.

Ground/Takeoff; and Initial Segment of Climb. Record takeoff flight path 

as appropriate to helicopter model simulated. Results must be 

recorded from the initiation of the takeoff to 

at least 200 ft (61m) 

AGL. 

X X X Because several kinds of 

takeoff procedures can 

be performed, the specific type of takeoff profile should be recorded 

to ensure the proper 

takeoff profile comparison test is used. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

1.c.3. ..... One Engine inoperative, 

rejected take off. 

Airspeed—±3 kt, Altitude—±20 ft (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, Pitch 

Attitude—±1.5°, Roll 

angle—± 1.5°, Heading—±2°, Longitudinal 

Control Position—

±10%, Lateral Control 

Position—±10%, Directional Control Position—±10%, Collective 

Control Position—

±10%, Distance:—

±7.5% or ±30m (100ft). 

Ground, Takeoff .............. Time history from the 

take off point to touch 

down. Test conditions 

near limiting performance. 

X X 

1.d. ........ Hover 

Performance .................... Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±1.5°, Longitudinal Control Position—

±5%, Lateral Control 

Position—±5%, Directional Control Position—±5%, Collective 

Control Position—±5%. 

In Ground Effect (IGE); 

and Out of Ground Effect (OGE). 

Record results for light 

and heavy gross 

weights. May be a series of snapshot tests. 

X X 

1.e. ........ Vertical Climb 

Performance .................... Vertical Velocity—±100 

fpm (0.50 m/sec) or 

±10%, Directional Control Position—±5%, 

Collective Control Position—±5%. 

From OGE Hover ............ Record results for light 

and heavy gross 

weights. May be a series of snapshot tests. 

X X 

1.f. ......... Level Flight 

Performance and 

Trimmed Flight Control 

Positions. 

Torque—±3%, Pitch Attitude—±1.5°, Sideslip 

Angle—±2°, Longitudinal Control Position—

±5%, Lateral Control 

Position—±5%, Directional Control Position—±5%, Collective 

Control Position—±5%. 

Cruise (Augmentation On 

and Off). 

Record results for two 

gross weight and CG 

combinations with varying trim speeds 

throughout the airspeed envelope. May 

be a series of snapshot 

tests. 

X X X This test validates performance at speeds 

above maximum endurance airspeed. 

1.g. ........ Climb 

Performance and 

Trimmed Flight Control 

Positions. 

Vertical Velocity—±100 

fpm (6.1m/sec) or 

±10%, Pitch Attitude—

±1.5°, Sideslip Angle—

±2°, Longitudinal Control Position—±5%, Lateral Control Position—

±5%, Directional Control Position—±5%, 

Collective Control Position—±5%. 

All engines operating; 

One engine inoperative; Augmentation 

System(s) On and Off. 

Record results for two 

gross weight and CG 

combinations. The data 

presented must be for 

normal climb power 

conditions. May be a 

series of snapshot 

tests. 

X X X 

1.h. ........ Descent 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

1.h.1. ..... Descent Performance 

and Trimmed Flight 

Control Positions. 

Torque—±3%, Pitch Attitude—±1.5°, Sideslip 

Angle—±2°, Longitudinal Control Position—

±5%, Lateral Control 

Position—±5%, Directional Control Position—±5%, Collective 

Control Position—±5%. 

At or near 1,000 fpm (5 

m/sec) rate of descent 

(RoD) at normal approach speed. Augmentation System(s) 

On and Off. 

Results must be recorded 

for two gross weight 

and CG combinations. 

May be a series of 

snapshot tests. 

X X X 

1.h.2. ..... Autorotation Performance 

and Trimmed Flight 

Control Positions. 

Pitch Attitude—±1.5°, 

Sideslip Angle—±2°, 

Longitudinal Control 

Position—±5%, Lateral 

Control Position—±5%, 

Directional Control Position—±5%, Collective 

Control Position—±5%, 

Vertical Velocity—±100 

fpm or 10%, Rotor 

Speed—±1.5%. 

Steady descents. Augmentation System(s) 

On and Off. 

Record results for two 

gross weight conditions. Data must be recorded for normal operating RPM. (Rotor 

speed tolerance applies only if collective 

control position is full 

down.) Data must be 

recorded for speeds 

from 50 kts, ±5 kts, 

through at least maximum glide distance 

airspeed, or maximum 

allowable autorotation 

airspeed, whichever is 

slower. May be a series of snapshot tests. 

X X X 

1.i. ......... Autorotation 

Entry ................................ Rotor Speed—±3%, Pitch 

Attitude—±2°, Roll Attitude—±3°, Yaw Attitude—±5°, Airspeed—

±5 kts., Vertical Velocity—±200 fpm (1.00 m/ 

sec) or 10%. 

Cruise or Climb ............... Record results of a rapid 

throttle reduction to 

idle. If the cruise condition is selected, comparison must be made 

for the maximum range 

airspeed. If the climb 

condition is selected, 

comparison must be 

made for the maximum 

rate of climb airspeed 

at or near maximum 

continuous power. 

X X 

1.j. ......... Landing 

When the speed range for tests 1.j.1., 1.j.2., or 1.j.3. is less than 40 knots, the applicable airspeed tolerance may be applied to either airspeed or ground 

speed, as appropriate. 

1.j.1. ...... All Engines ...................... Airspeed—±3 kts., Altitude—±20 ft. (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, Pitch 

Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—±2°, Longitudinal 

Control Position—

±10%, Lateral Control 

Position—±10%, Directional Control Position—±10%, Collective 

Control Position—

±10%. 

Approach ......................... Record results of the approach and landing 

profile as appropriate 

to the helicopter model 

simulated (running 

landing for Level B, or 

approach to a hover for 

Level C and D). For 

Level B, the criteria 

apply only to those 

segments at airspeeds 

above effective 

translational lift. 

X X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

1.j.2. ...... One Engine Inoperative. Airspeed—±3 kts., Altitude—±20 ft. (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, Pitch 

Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—±2°, Longitudinal 

Control Position—

±10%, Lateral Control 

Position—±10%, Directional Control Position—±10%, Collective 

Control Position—

±10%. 

Approach ......................... Record results for both 

Category A and Category B approaches 

and landing as appropriate to helicopter 

model simulated. For 

Level B, the criteria 

apply only to those 

segments at airspeeds 

above effective 

translational lift. 

X X X 

1.j.3. ...... Balked Landing ............... Airspeed—±3 kts, Altitude—±20 ft. (6.1m), 

Torque—±3%, Rotor 

Speed—±1.5%, Pitch 

Attitude—±1.5°, Bank 

Attitude—±1.5°, Heading—±2°, Longitudinal 

Control Position—

±10%, Lateral Control 

Position—±10%, Directional Control Position—±10%, Collective 

Control Position—

±10%. 

Approach ......................... Record the results for the 

maneuver initiated from 

a stabilized approach 

at the landing decision 

point (LDP). 

X X X 

1.j.4. ...... Autorotational Landing. Torque—±3%, Rotor 

Speed—±3%, Vertical 

Velocity—±100 fpm 

(0.50m/sec) or 10%, 

Pitch Attitude—±2°, 

Bank Attitude—±2°, 

Heading—±5°, Longitudinal Control Position—

±10%, Lateral Control 

Position—±10%, Directional Control Position—±10%, Collective 

Control Position—

±10%. 

Landing ........................... Record the results of an 

autorotational deceleration and landing from a 

stabilized autorotational 

descent, to touch 

down. If flight test data 

containing all required 

parameters for a complete power-off landing 

is not available from 

the aircraft manufacturer for this test and 

other qualified flight 

test personnel are not 

available to acquire this 

data, the sponsor may 

coordinate with the 

NSPM to determine if it 

is appropriate to accept 

alternative testing 

means. 

X X Alternative approaches 

for acquiring this data 

may be acceptable, depending on the aircraft 

as well as the personnel and the data recording, reduction, and 

interpretation facilities 

to be used, are: (1) a 

simulated 

autorotational flare and 

reduction of rate of descent (ROD) at altitude; 

or (2) a power-on termination following an 

autorotational approach 

and flare. 

2. Handling Qualities 

2.a. ........ Control System Mechanical Characteristics 

For simulators requiring Static or Dynamic tests at the controls (i.e., cyclic, collective, and pedal), special test 

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

fixture results and the results of an alternative approach, such as computer plots produced concurrently showing satisfactory agreement. Repeat of the alternative method during the initial or upgrade evaluation satisfies 

this test requirement. For initial and upgrade evaluations, the control dynamic characteristics must be measured at and recorded directly from the flight deck controls, and must be accomplished in hover, climb, cruise, 

and autorotation. 

Contact the NSPM for 

clarification of any 

issue regarding helicopters with reversible 

controls or where the 

required validation data 

is not attainable. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

2.a.1. ..... Cyclic ............................... Breakout—±0.25 lbs. 

(0.112 daN) or 25%; 

Force—±1.0 lb. (0.224 

daN) or 10%. 

Ground; Static conditions 

with the hydraulic system (if applicable) pressurized; supplemental 

hydraulic pressurization 

system may be used. 

Trim On and Off. Friction Off Augmentation 

(if applicable) On and 

Off. 

Record results for an uninterrupted control 

sweep to the stops. 

(This test does not 

apply if aircraft hardware modular controllers are used.) 

X X X Flight Test Data for this 

test does not require 

the rotor to be engaged/turning. The 

phrase ‘‘if applicable’’

regarding stability augmentation systems 

means if an augmentation system is available 

and if this system may 

be operational on the 

ground under static 

conditions as described 

here. 

2.a.2. ..... Collective/Pedals ............. Breakout—±0.5 lb. (0.224 

daN) or 25%; Force—

±1.0 lb. (0.224 daN) or 

10%. 

Ground; Static conditions 

with the hydraulic system (if applicable) pressurized; supplemental 

hydraulic pressurization 

system may be used. 

Trim On and Off. Friction Off. Augmentation 

(if applicable) On and 

Off. 

Record results for an uninterrupted control 

sweep to the stops. 

X X X Flight Test Data for this 

test does not require 

the rotor to be engaged/turning. The 

phrase ‘‘if applicable’’

regarding stability augmentation system 

means if a stability 

augmentation system is 

available and if this 

system may be operational on the ground 

under static conditions 

as described here. 

2.a.3. ..... Brake Pedal Force vs. 

Position. 

±5 lbs. (2.224 daN) or 

10%. 

Ground; Static conditions. X X X 

2.a.4. ..... Trim System Rate (all applicable systems).Rate—±10%. Ground; Static conditions. 

Trim On, Friction Off. 

The tolerance applies to 

the recorded value of 

the trim rate. 

X X X 

2.a.5. ..... Control Dynamics (all 

axes).

±10% of time for first zero 

crossing and ±10 

(N+1)% of period thereafter, ±10% of amplitude of first overshoot, 

20% of amplitude of 

2nd and subsequent 

overshoots greater 

than 5% of initial displacement, ±1 overshoot. 

Hover/Cruise, Trim On, 

Friction Off. 

Results must be recorded 

for a normal control 

displacement in both 

directions in each axis. 

X X Typically, control displacement of 25% to 

50% is necessary for 

proper excitation. Control Dynamics for irreversible control systems may be evaluated 

in a ground/static condition. Additional information on control dynamics is found later in 

this attachment. ‘‘N’’ is 

the sequential period of 

a full cycle of oscillation. 

2.a.6. ..... Control System Freeplay ±0.10 inches (±2.5 mm). Ground; Static conditions; 

with the hydraulic system (if applicable) pressurized; supplemental 

hydraulic pressurization 

system may be used. 

Record and compare results for all controls. X X X Flight Test Data for this 

test does not require 

the rotor to be engaged/turning. 

2.b. ........ Low Airspeed Handling Qualities 

2.b.1. ..... Trimmed Flight Control 

Positions. 

Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Longitudinal 

Control Position—±5%. 

Lateral Control Position—±5%, Directional 

Control Position—±5%, 

Collective Control Position—±5%. 

Translational Flight IGE—

Sideward, rearward, 

and forward flight. Augmentation On and Off. 

Record results for several 

airspeed increments to 

the translational airspeed limits and for 45 

kts. forward airspeed. 

May be a series of 

snapshot tests. 

X X 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

2.b.2. ..... Critical Azimuth ............... Torque—±3%, Pitch Attitude—±1.5°, Bank Attitude—±2°, Longitudinal 

Control Position—±5%, 

Lateral Control Position—±5%, Directional 

Control Position—±5%, 

Collective Control Position—±5%. 

Stationary Hover. Augmentation On and Off. Record results for three 

relative wind directions 

(including the most critical case) in the critical 

quadrant. May be a series of snapshot tests. 

X X 

2.b.3. ..... Control Response 

2.b.3.a. .. Longitudinal ..................... Pitch Rate—±10% or ±2°/ 

sec., Pitch Attitude 

Change—±10% or 

1.5°. 

Hover Augmentation On 

and Off. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

X X This is a ‘‘short time’’ test 

conducted in a hover, 

in ground effect, without entering 

translational flight, to 

provide better visual 

reference. 

2.b.3.b. .. Lateral ............................. Roll Rate—±10% or ±3°/ 

sec., Roll Attitude 

Change—±10% or ±3°. 

Hover Augmentation On 

and Off. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

X X This is a ‘‘short time’’ test 

conducted in a hover, 

in ground effect, without entering 

translational flight, to 

provide better visual 

reference. 

2.b.3.c. .. Directional ....................... Yaw Rate—±10% or ±2°/ 

sec., Heading 

Change—±10% or ±2°. 

Hover Augmentation On 

and Off. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

X X This is a ‘‘short time’’ test 

conducted in a hover, 

in ground effect, without entering 

translational flight, to 

provide better visual 

reference. 

2.b.3.d. .. Vertical ............................ Normal Acceleration—

±0.1 g. 

Hover Augmentation On 

and Off. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

X X 

2.c. ........ Longitudinal Handling Qualities 

2.c.1. ..... Control Response ........... Pitch Rate—±10% or ±2°/ 

sec., Pitch Attitude 

Change—±10% or 

±1.5°. 

Cruise Augmentation On 

and Off. 

Results must be recorded 

for two cruise airspeeds to include minimum power required 

speed. Record data for 

a step control input. 

The Off-axis response 

must show correct 

trend for unaugmented 

cases. 

X X X 

2.c.2. ..... Static Stability ................. Longitudinal Control Position: ±10% of change 

from trim or ±0.25 in. 

(6.3 mm) or Longitudinal Control Force : 

±0.5 lb. (0.223 daN) or 

±10%. 

Cruise or Climb. Autorotation. Augmentation 

On and Off. 

Record results for a minimum of two speeds on 

each side of the trim 

speed. May be a series 

of snapshot tests. 

X X X 

2.c.3. ..... Dynamic Stability 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

2.c.3.a. .. Long-Term Response. ±10% of calculated period, ±10% of time to 1⁄2 or double amplitude, 

or ±0.02 of damping 

ratio.For non-periodic 

responses, the time 

history must be 

matched within ±3° 

pitch; and ±5 kts airspeed over a 20 sec 

period following release 

of the controls. 

Cruise Augmentation On 

and Off. 

For periodic responses, 

record results for three 

full cycles (6 overshoots after input completed) or that sufficient 

to determine time to 1⁄2

or double amplitude, 

whichever is less. 

The test may be terminated prior to 20 sec. if 

the test pilot determines that the results 

are becoming uncontrollably divergent. 

X X X The response may be 

unrepeatable throughout the stated time for 

certain helicopters. In 

these cases, the test 

should show at least 

that a divergence is 

identifiable. For example: Displacing the cyclic for a given time 

normally excites this 

test or until a given 

pitch attitude is 

achieved and then return the cyclic to the 

original position. For 

non-periodic responses, results should 

show the same convergent or divergent character as the flight test 

data. 

2.c.3.b. .. Short-Term Response. ±1.5° Pitch or ±2°/sec. 

Pitch Rate. ±0.1 g Normal Acceleration. 

Cruise or Climb. Augmentation On and Off. Record results for at least 

two airspeeds. 

X X X A control doublet inserted 

at the natural frequency of the aircraft 

normally excites this 

test. However, while 

input doublets are preferred over pulse inputs 

for Augmentation-Off 

tests, for Augmentation-On tests, when the 

short-term response 

exhibits 1st-order or 

deadbeat characteristics, longitudinal pulse 

inputs may produce a 

more coherent response. 

2.c.4. ..... Maneuvering Stability. Longitudinal Control Position—±10% of change 

from trim or ±0.25 in. 

(6.3 mm) or Longitudinal Control Forces—

±0.5 lb. (0.223 daN) or 

±10%. 

Cruise or Climb. Augmentation On and Off. Record results for at least 

two airspeeds at 30°–

45° roll angle. The 

force may be shown as 

a cross plot for irreversible systems. May 

be a series of snapshot 

tests. 

X X X 

2.d. ........ Lateral and Directional Handling Qualities 

2.d.1. ..... Control Response 

2.d.1.a ... Lateral ............................. Roll Rate—±10% or ±3°/ 

sec., Roll Attitude 

Change—±10% or ±3°. 

Cruise Augmentation On 

and Off. 

Record results for at least 

two airspeeds, including the speed at or 

near the minimum 

power required airspeed. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases.

X X X 


sroberts on PROD1PC70 with RULES
26660 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

2.d.1.b. .. Directional ....................... Yaw Rate—±10% or ±2°/ 

sec., Yaw Attitude 

Change—±10% or ±2°. 

Cruise Augmentation On 

and Off. 

Record data for at least 

two airspeeds, including the speed at or 

near the minimum 

power required airspeed. 

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

X X X 

2.d.2. ..... Directional Static Stability. Lateral Control Position—

±10% of change from 

trim or ±0.25 in. (6.3 

mm) or Lateral Control 

Force—±0.5 lb. (0.223 

daN) or 10%, Roll Attitude—±1.5, Directional 

Control Position—

±10% of change from 

trim or ±0.25 in. (6.3 

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%. 

Cruise; or Climb (may 

use Descent instead of 

Climb if desired), Augmentation On and Off. 

Record results for at least 

two sideslip angles on 

either side of the trim 

point. The force may 

be shown as a cross 

plot for irreversible systems. May be a series 

of snapshot tests. 

X X X This is a steady heading 

sideslip test at a fixed 

collective position. 

2.d.3. ..... Dynamic Lateral and Directional Stability 

2.d.3.a. .. Lateral-Directional Oscillations. ±0.5 sec. or ±10% of period, ±10% of time to 1⁄2 or double amplitude 

or ±0.02 of damping 

ratio, ±20% or ±1 sec 

of time difference between peaks of bank 

and sideslip. For nonperiodic responses, the 

time history must be 

matched within ±10 

knots Airspeed; ±5°/s 

Roll Rate or ±5° Roll 

Attitude; ±4°/s Yaw 

Rate or ±4° Yaw Angle 

over a 20 sec period 

roll angle following release of the controls. 

Cruise or Climb. Augmentation On and Off. Record results for at least 

two airspeeds. The test 

must be initiated with a 

cyclic or a pedal doublet input. Record results for six full cycles 

(12 overshoots after 

input completed) or 

that sufficient to determine time to 1⁄2 or double amplitude, whichever is less. The test 

may be terminated 

prior to 20 sec if the 

test pilot determines 

that the results are becoming uncontrollably 

divergent. 

X X X 

2.d.3.b. .. Spiral Stability. ±2° or ±10% roll angle. Cruise or Climb. Augmentation On and Off. Record the results of a 

release from 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. 

X X X 

2.d.3.c. .. Adverse/Proverse Yaw. Correct Trend, ±2° transient sideslip angle. Cruise or Climb. Augmentation On and Off. Record the time history of 

initial entry into cyclic 

only turns, using only a 

moderate rate for cyclic 

input. Results must be 

recorded for turns in 

both directions. 

X X X 

3. Motion System 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

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

Based on Simulator Capability. N/A .................................. Required as part of the 

MQTG. The test must 

demonstrate frequency 

response of the motion 

system as specified by 

the applicant for flight 

simulator qualification. 

X X X 

3.b. ........ Leg Balance 

Leg Balance .................... Based on Simulator Capability. N/A .................................. Required as part of the 

MQTG. The test must 

demonstrate motion 

system leg balance as 

specified by the applicant for flight simulator 

qualification. 

X X X 

3.c. ........ Turn Around 

Turn Around .................... Based on Simulator Capability. N/A .................................. Required as part of the 

MQTG. 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. 

X X X 

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

With the same input signal, the test results 

must be repeatable to 

within ±0.05g actual 

platform linear acceleration in each axis. 

Accomplished in both the 

‘‘ground’’ mode and in 

the ‘‘flight’’ mode of the 

motion system operation. 

Required as part of the 

the MQTG. The test is 

accomplished by injecting a motion signal to 

generate movement of 

the platform. The input 

must be such that the 

rotational accelerations, 

rotational rates, and linear accelerations are 

inserted before the 

transfer from helicopter 

center of gravity to the 

pilot reference point 

with a minimum amplitude of 5°/sec/sec, 10°/ 

sec and 0.3g, respectively. 

X X X See Paragraph 6.c. in 

this attachment for additional information. 

Note: if there is no difference in the model 

for ‘‘ground’’ and 

‘‘flight’’ operation of the 

motion system, this 

should be described in 

an SOC and will not require tests in both 

modes. 

3.e. ........ Motion cueing performance signature 

Required as part of 

MQTG. These tests 

must be run with the 

motion buffet mode disabled. 

See paragraph 6.d., of 

this attachment, Motion 

cueing performance 

signature. 

3.e.1. ..... Takeoff (all engines). As specified by the sponsor for flight simulator 

qualification. 

Ground ............................ Pitch attitude due to initial 

climb must dominate 

over cab tilt due to longitudinal acceleration. 

X X X Associated to test number 1.c.1. 

3.e.2. ..... Hover performance (IGE 

and OGE). 

As specified by the sponsor for flight simulator 

qualification. 

Ground ............................ X X Associated to test number 1.d. 

3.e.3. ..... Autorotation (entry). As specified by the sponsor for flight simulator 

qualification. 

Flight ............................... X X Associated to test number 1.i. 


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26662 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

3.e.4. ..... Landing (all engines). As specified by the sponsor for flight simulator 

qualification. 

Flight ............................... X X X Associated to test number 1.j.1. 

3.e.5. ..... Autorotation (landing). As specified by the sponsor for flight simulator 

qualification. 

Flight ............................... X X Associated to test number 1.j.4. 

3.e.6. ..... Control Response 

3.e.6.a. .. Longitudinal ..................... As specified by the sponsor for flight simulator 

qualification. 

Flight ............................... X X X Associated to test number 2.c.1. 

3.e.6.b. .. Lateral. ............................ As specified by the sponsor for flight simulator 

qualification. 

Ground ............................ X X X Associated to test number 2.d.1.a. 

3.e.6.c. .. Directional ....................... As specified by the sponsor for flight simulator 

qualification. 

X X X Associated to test number 2.d.1.c. 

3.f. ......... Characteristic Motion (Vibration) Cues—For all of the following tests, the simulator test results must exhibit the 

overall appearance and trends of the helicopter data, with at least three (3) of the predominant frequency 

‘‘spikes’’ being present within ±2 Hz. 

.... .... .... Characteristic motion 

cues may be separate 

from the ‘‘main’’ motion 

system. 

3.f.1. ...... Vibrations—to include 1/ 

Rev and n/Rev vibrations (where ‘‘n’’ is the 

number of main rotor 

blades). 

+3db to ¥6db or ±10% 

of nominal vibration 

level in flight cruise and 

correct trend (see comment). 

(a) On ground (idle); 

(b) In flight 

Characteristic vibrations 

include those that result from operation of 

the helicopter (for example, high airspeed, 

retreating blade stall, 

extended landing gear, 

vortex ring or settling 

with power) in so far as 

vibration marks an 

event or helicopter 

state, which can be 

sensed in the flight 

deck. 

[See Table C1A, table 

entries 5.e. and 5.f.] 

X Correct trend refers to a 

comparison of vibration 

amplitudes between 

different maneuvers; 

e.g., if the 1/rev vibration amplitude in the 

helicopter is higher during steady state turns 

than in level flight this 

increasing trend should 

be demonstrated in the 

simulator. Additional 

examples of vibrations 

may include: 

(a) Low & High speed 

transition to and from 

hover; 

(b) Level flight; 

(c) Climb and descent 

(including vertical 

climb; 

(d) Auto-rotation; 

(e) Steady Turns. 

3.f.2. ...... Buffet—Test against recorded results for characteristic buffet motion 

that can be sensed in 

the flight deck. 

+3db to ¥6db or ±10% 

of nominal vibration 

level in flight cruise and 

correct trend (see comment). 

On ground and in flight. Characteristic buffets include those that result 

from operation of the 

helicopter (for example, 

high airspeed, retreating blade stall, extended landing gear, 

vortex ring or settling 

with power) in so far as 

a buffet marks an 

event or helicopter 

state, which can be 

sensed in the flight 

deck. 

[See Table C1A, table 

entries 5.e. and 5.f.] 

X The recorded test results 

for characteristic buffets should allow the 

checking of relative 

amplitude for different 

frequencies. 

For atmospheric disturbance, general purpose 

models are acceptable 

which approximate demonstrable flight test 

data. 

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 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

150 ms (or less) after 

helicopter response. 

Takeoff, climb, and descent. One test is required in 

each axis (pitch, roll 

and yaw) for each of 

the three conditions 

(take-off, cruise, and 

approach or landing). 

X 

100 ms (or less) after 

helicopter response. 

Climb, cruise, descent, 

and hover. 

One test is required in 

each axis (pitch, roll 

and yaw) for each of 

the three conditions 

(take-off, cruise, and 

approach or landing). 

X X 

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) after 

controller movement. 

N/A .................................. A separate test is required in each axis 

(pitch, roll, and yaw). 

X 

100 ms (or less) after 

controller movement. 

N/A .................................. A separate test is required in each axis 

(pitch, roll, and yaw)..

X X 

4.b. ........ Field-of-view 

4.b.1. ..... Continuous field-of-view. The simulator must provide a continuous fieldof-view of at least 75° 

horizontally and 30° 

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. 

Wide-angle systems 

providing cross-flight 

deck viewing (for both 

pilots simultaneously) 

must provide a minimum field-of-view of at 

least 146° horizontally 

and 36° vertically. Any 

geometric error between the Image Generator eye point and 

the pilot eye point must 

be 8° or less. 

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

must explain the geometry of the installation. 

Additional horizontal fieldof-view capability may 

be added at the sponsor’s discretion provided the minimum 

field-of-view is retained. 

X Horizontal field-of-view is 

centered on the zero 

degree azimuth line relative to the aircraft fuselage. Field-of-view 

may be measured 

using a visual test pattern filling the entire 

visual scene (all channels) with a matrix of 

black and white 5° 

squares. 


sroberts on PROD1PC70 with RULES
26664 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

4.b.2. ..... Continuous field-of-view. The simulator must provide a continuous fieldof-view of at least 146° 

horizontally and 36° 

vertically or the number 

of degrees necessary 

to meet 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. Any 

geometric error between the Image Generator eye point and 

the pilot eye point must 

be 8° or less. 

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

must explain the geometry of the installation. 

Horizontal field-of-view of 

at least 146° (including 

not less than 73° 

measured either side of 

the center of the design eye point). Additional horizontal fieldof-view capability may 

be added at the sponsor’s discretion provided the minimum 

field-of-view is retained. 

Vertical field-of-view of at 

least 36° measured 

from the pilot’s and copilot’s eye point. 

X Horizontal field-of-view is 

centered on the zero 

degree azimuth line relative to the aircraft fuselage. Field-of-view 

may be measured 

using a visual test pattern filling the entire 

visual scene (all channels) with a matrix of 

black and white 5° 

squares. 

4.b.3. ..... Continuous field-of-view. Continuous field-of-view 

of at least 176° horizontal and 56° vertical 

field-of-view for each 

pilot simultaneously. 

Any geometric error 

between the Image 

Generator eye point 

and the pilot eye point 

must be 8° or less. 

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

must explain the geometry of the installation. 

Horizontal field-of-view is 

centered on the zero 

degree azimuth line relative to the aircraft fuselage. Horizontal fieldof-view must be at 

least 176° (including 

not less than 88° either 

side of the center of 

the design eye 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 must 

not be less than a total 

of 56° measured from 

the pilot’s and co-pilot’s 

eye point.

X The horizontal field-ofview is traditionally described as a 180° fieldof-view. However, the 

field-of-view is technically no less than 

176°. Field-of-view may 

be measured using a 

visual test pattern filling 

the entire visual scene 

(all channels) with a 

matrix of black and 

white 5° squares. 

4.c. ........ Surface contrast ratio. Not less than 5:1. N/A .................................. The ratio is calculated by 

dividing the brightness 

level of the center, 

bright square (providing 

at least 2 foot-lamberts 

or 7 cd/m2) by the 

brightness level of any 

adjacent dark square. 

X Measurements may be 

made using a 1° spot 

photometer and a raster drawn test pattern 

filling the entire visual 

scene (all channels) 

with a test pattern of 

black and white 

squares, 5 per square, 

with a white square in 

the center of each 

channel. During contrast ratio testing, simulator aft-cab and flight 

deck ambient light levels should be zero. 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

4.d. ........ Highlight brightness. Not less than six (6) footlamberts (20 cd/m2). 

N/A .................................. Measure the brightness 

of the center, white 

square while superimposing a highlight on 

that white square. The 

use of calligraphic capabilities to enhance 

the raster brightness is 

acceptable; however, 

measuring light points 

is not acceptable. 

X Measurements may be 

made using a 1° spot 

photometer and a raster drawn test pattern 

filling the entire visual 

scene (all channels) 

with a test pattern of 

black and white 

squares, 5 per square, 

with a white square in 

the center of each 

channel. 

4.e. ........ Surface resolution. Not greater than two (2) 

arc minutes. 

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

must include the appropriate calculations and 

an explanation of those 

calculations. Level B 

requires surface resolution not greater than 

three (3) arc minutes. 

X X When the eye is positioned on a 3° glide 

slope at the slant range 

distances indicated 

with white runway 

markings on a black 

runway surface, the 

eye will subtend two 

(2) arc minutes: (1) A 

slant range of 6,876 ft 

with stripes 150 ft long 

and 16 ft wide, spaced 

4 ft apart. (2) For Configuration A, a slant 

range of 5,157 feet 

with stripes 150 ft long 

and 12 ft wide, spaced 

3 ft apart. (3) For Configuration B, a slant 

range of 9,884 feet, 

with stripes 150 ft long 

and 5.75 ft wide, 

spaced 5.75 ft apart. 

4.f. ......... Light point size ................ Not greater than five (5) 

arc minutes. 

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

must include the relevant calculations and 

an explanation of those 

calculations. 

X X Light point size may be 

measured using a test 

pattern consisting of a 

centrally located single 

row of light points reduced in length until 

modulation is just discernible in each visual 

channel. A row of 48 

lights will form a 4° 

angle or less. 

4.g. ........ Light point contrast ratio. A 1° spot photometer 

may be used to measure a square of at least 

1° filled with light points 

(where light point modulation is just discernible) and compare the 

results to the measured 

adjacent background. 

During contrast ratio 

testing, simulator aftcab and flight deck ambient light levels should 

be zero. 

4.g.1. ..... Not less than 10:1 ........... N/A .................................. An SOC is required and 

must include the relevant calculations. 

X 

4.g.2. ..... Not less than 25:1 ........... N/A .................................. An SOC is required and 

must include the relevant calculations. 

X X 

4.h. ........ Visual ground segment 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

The visible segment in 

the simulator must be 

±20% of the segment 

computed to be visible 

from the helicopter 

flight deck. This tolerance may be applied at 

the far end of the displayed segment. However, lights and ground 

objects computed to be 

visible from the helicopter flight deck at the 

near end of the visible 

segment must be visible in the simulator. 

Landing configuration, 

with the aircraft 

trimmed for the appropriate airspeed, where 

the MLG are at 100 ft 

(30 m) above the plane 

of the touchdown zone, 

on the electronic glide 

slope with an RVR 

value set at 1,200 ft 

(350 m). 

The QTG must contain 

appropriate calculations 

and a drawing showing 

the data used to establish the helicopter location and the segment 

of the ground that is 

visible considering design eye point, the helicopter attitude, flight 

deck cut-off angle, and 

a visibility of 1200 ft 

(350 m) RVR. Simulator performance must 

be measured against 

the QTG calculations. 

The data submitted 

must include at least 

the following: 

X X X Pre-positioning for this 

test is encouraged, and 

may be achieved via 

manual or autopilot 

control to the desired 

position. 

(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 

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. All tests in this section must be presented using an unweighted 1⁄3-octave band format from band 17 to 42 (50 Hz to 16 kHz). A minimum 20 

second average must be taken at the location corresponding to the helicopter data set. The helicopter and 

flight simulator results must be produced using comparable data analysis techniques. 

5.a. ........ Basic requirements 


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TABLE C2A.—FULL FLIGHT SIMULATOR (FFS) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerance(s) Flight condition Test details 

Simulator 

level Notes 

Entry No. Title B C D 

5.a.1. ..... Ready for engine start. ± 5 dB per 1⁄3 octave 

band. 

Ground ............................ Normal condition prior to 

engine start. The APU 

must be on if appropriate. 

X 

5.a.2. ..... All engines at idle; rotor 

not turning (if applicable) and rotor turning. 

± 5 dB per 1⁄3 octave 

band. 

Ground ............................ Normal condition prior to 

lift-off. 

X 

5.a.3. ..... Hover ............................... ± 5 dB per 1⁄3 octave 

band. 

Hover ............................... X 

5.a.4. ..... Climb ............................... ± 5 dB per 1⁄3 octave 

band. 

En-route climb ................. Medium altitude ............... X 

5.a.5. ..... Cruise .............................. ± 5 dB per 1⁄3 octave 

band. 

Cruise .............................. Normal cruise configuration. X 

5.a.6. ..... Final approach ................ ± 5 dB per 1⁄3 octave 

band. 

Landing ........................... Constant airspeed, gear 

down. 

X 

5.b. ........ Special cases 

±5 dB per 1⁄3 octave 

band. 

As appropriate ................. X These special cases 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 1⁄3 octave 

band. 

As appropriate ................. Results of the background noise at initial 

qualification must be 

included in the MQTG. 

Measurements must be 

made with the simulation running, the sound 

muted, and a ‘‘dead’’

flight deck. 

X The simulated sound will 

be evaluated to ensure 

that the background 

noise does not interfere 

with training, testing, or 

checking. 

5.d. ........ Frequency response 

±5 dB on three (3) consecutive bands when 

compared to initial 

evaluation; and ±2 dB 

when comparing the 

average of the absolute 

differences between 

initial and continuing 

qualification evaluation. 

Applicable only to Continuing Qualification 

Evaluations. If frequency response plots 

are provided for each 

channel at the initial 

evaluation, these plots 

may be repeated at the 

continuing 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 C2C in Appendix C). 

X Measurements are compared to those taken 

during initial qualification evaluation. 


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lllllllllllllllllllll

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 AC 25–7, as amended, Flight Test 

Guide for Certification of Transport Category 

Airplanes, and AC 23–8, as 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 hover and 

cruise 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 

hover and cruise flight conditions and 

configurations. 

(3) For helicopters with irreversible control 

systems, measurements may be obtained on 

the ground if proper pitot-static inputs are 

provided to represent airspeeds typical of 

those encountered in flight. Likewise, it may 

be shown that for some helicopters, hover, 

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 satisfies 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 

methods may be used to verify the control 

feel dynamic response. The NSPM will 

consider the merits of testing methods based 

on reliability and consistency. One 

acceptable method of evaluating the response 

and the tolerance to be applied is described 

below for the underdamped and critically 

damped cases. A sponsor using this method 

to comply with the QPS requirements should 

perform the tests as follows: 

(a) Underdamped Response. Two 

measurements are required for the period, the 

time to first zero crossing (in case a rate limit 

is present) and the subsequent frequency of 

oscillation. It is necessary to measure cycles 

on an individual basis in case there are nonuniform periods in the response. Each period 

will be independently compared to the 

respective period of the 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 

helicopter 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 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, ±20% of 

Subsequent Peaks 

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 

lllllllllllllllllllll

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 


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(i) Static test—see Table C2A, FFS 

Objective Tests, Entries 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 

lllllllllllllllllllll

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 


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BILLING CODE 49–13–C 

End Information 

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5. [Reserved] 

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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 outsideworld 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 


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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. 

(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, trainingcritical 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 1×10¥3 g-rms2/Hz would describe a heavy 

buffet and may be seen in the deep stall 

regime. Alternatively, a 1×10¥6 g-rms2/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). 

Note: In the example, ‘‘g-rms2’’ is the 

mathematical expression for ‘‘g’s root mean 

squared.’’

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 

simulator motion systems to provide 

adequate onset 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 Level C and Level D 

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° 

a.1.b. ... Velocity ................................................................................................................................................. ±20°/sec 

a.1.c. ... Acceleration .......................................................................................................................................... ±100°/sec2

a.2. ...... Roll 

a.2.a. ... Displacement ........................................................................................................................................ ±25° 

a.2.b. ... Velocity ................................................................................................................................................. ±20°/sec 

a.2.c. ... Acceleration .......................................................................................................................................... ±100°/sec2

a.3. ...... Yaw 

a.3.a. ... Displacement ........................................................................................................................................ ±25° 

a.3.b. ... Velocity— ............................................................................................................................................. ±20°/sec 


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TABLE C2B.—MOTION SYSTEM RECOMMENDATIONS FOR LEVEL C AND LEVEL D HELICOPTER SIMULATORS—Continued 

a.3.c. ... Acceleration .......................................................................................................................................... ±100°/sec2

a.4. ...... Vertical 

a.4.a. ... Displacement ........................................................................................................................................ ±34 in. 

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°/ sec2/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 

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 

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. 


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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 comply 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 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 CONTINUING QUALIFICATION FREQUENCY RESPONSE TEST TOLERANCE

Band center frequency Initial results 

(dBSPL) 

Continuing 

qualification 

results 

(dBSPL) 

Absolute 

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. 


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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 modeling and validation is to be 

found in the ‘‘Royal Aeronautical Society 

Data Package Requirements for Design and 

Performance Evaluation of Rotary Wing 

Synthetic Training Devices.’’

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 

lllllllllllllllllllll

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 must 

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 must 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-bystep 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) Validation data from an audited 

engineering simulator/simulation to 

supplement specific segments of the flight 

test data. 

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. 


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(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 

(d) Applicable to the configuration of a 

production helicopter, as opposed to a flighttest 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 

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10. [Reserved] 

11. Validation Test Tolerances 

lllllllllllllllllllll

Begin Information 

a. Non-Flight-Test Tolerances. If 

engineering simulator data or other nonflight-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 welldocumented mathematical model and testing 

procedure that enables a replication of the 

engineering simulation results within 20% of 

the corresponding flight test tolerances. 

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) The tolerance limit between the 

reference data and the flight simulator results 

is generally 20% of the corresponding 

‘‘flight-test’’ tolerances. However, there may 

be cases where the simulator models used are 

of higher fidelity, or the manner in which 

they are cascaded in the integrated testing 

loop have the effect of a higher fidelity, than 

those supplied by the data provider. Under 

these circumstances, it is possible that an 

error greater than 20% may be generated. An 

error greater than 20% may be acceptable if 

the simulator sponsor can provide an 

adequate explanation. 

(6) Guidelines are needed for the 

application of tolerances to engineeringsimulator-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 Sample Validation Data Roadmap 

(VDR) for helicopters, shown in Table C2D, 

depicts a generic roadmap matrix identifying 

sources of validation data for an abbreviated 

list of tests. This sample document uses fixed 

wing parameters instead of helicopter values. 

It is merely a sample and does not provide 

actual data. A complete matrix should 

address all test conditions for helicopter 

application and provide actual data and data 

sources. 

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 or 

provide an acceptable basis for using 

alternative data for QTG validation 

requirements. 

End Information 

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Begin Information 

lllllllllllllllllllll

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) of this section). 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 

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 nosewheel 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 avionicsspecific 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 aircraft; 

(2) Simulation of Computer Controlled 

Aircraft using real helicopter black boxes; 

(3) Simulation of Computer Controlled 

Aircraft using software emulation of 

helicopter boxes; 

(4) Simulation using software avionics or 

rehosted 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 helicopter 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 


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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 


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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. 

(4) The flight simulator should retain the 

ability to over-plot both automatic and 

manual validation test results with reference 

data. 

End Information 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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 includes 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 Information 

Table of objective tests 

Level By only Alternative data sources, procedures, 

and instrumentation Notes 

Test entry number and title 

1.a.1.a. Performance. Engine Start and 

Accelerations.

X Data may be acquired using a 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 Idle 

and Operating RPM Conditions.

X Data may be acquired using a 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 

Speed Trim.

X Data may be acquired using a synchronized video recording of all engine instruments. Speed trim actuator 

position may be hand recorded.

1.a.3. Performance. Engine and Rotor 

Speed Governing.

X Data may be acquired by using a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.


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TABLE C2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

[The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] 

QPS requirements Information 

Table of objective tests 

Level By only Alternative data sources, procedures, 

and instrumentation Notes 

Test entry number and title 

1.b.1. Performance. On Surface Taxi. 

Minimum Radius Turn.

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

1.b.2. Performance. On Surface Taxi 

Rate of Turn vs. Nosewheel Steering 

Angle.

X Data may be acquired by using a constant tiller position (measured with a 

protractor), or full pedal application for 

steady state turn, and synchronized 

video of heading indicator. If less than 

full pedal is used, pedal position must 

be recorded.

A single procedure may not be adequate for all rotorcraft steering systems. Appropriate measurement procedures must be devised and proposed for NSPM concurrence. 

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 must 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 Inoperative (OEI), continued takeoff.X 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 must 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. Trimmed 

Flight Control Positions.

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.g. Performance. Normal Climb. 

Trimmed Flight Control Positions.

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.h.1. Descent Performance and 

Trimmed Flight Control Positions.

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.h.2. Autorotation Performance and 

Trimmed Flight Control Positions.

X Data may be acquired by using a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.


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TABLE C2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

[The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] 

QPS requirements Information 

Table of objective tests 

Level By only Alternative data sources, procedures, 

and instrumentation Notes 

Test entry number and title 

1.j.1. Performance. Running Landing All 

Engines.

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.j.2. Performance. Running Landing One 

Engine Inoperative.

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.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 Control 

Checks. Cyclic Controller Position vs. 

Force.

X Control positions can be obtained using 

continuous 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 Control 

Checks. Collective/Pedals vs. Force.

X Control positions can be obtained using 

continuous 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 Pedal 

Force vs. Position.

X Brake pedal positions can be 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 System 

Rate (all applicable systems).

X Control positions can be obtained using 

continuous control position recordings 

plotted against time to provide rate in 

each applicable system.

2.a.6. Handling Qualities. Control System 

Freeplay.

X Data may be acquired by direct measurement.

2.c.1. Longitudinal Handling Qualities. 

Control Response.

X Data may be acquired by 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 Qualities. 

Static Stability.

X Data may be acquired by 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 Qualities. 

Dynamic Stability, Long Term Response.

X Data may be acquired by using an inertial measurement system, a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.


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TABLE C2E.—ALTERNATIVE DATA SOURCES, PROCEDURES, AND INSTRUMENTATION—Continued 

[The standards in this table are required if the data gathering methods described in paragraph 9 of Appendix C are not used] 

QPS requirements Information 

Table of objective tests 

Level By only Alternative data sources, procedures, 

and instrumentation Notes 

Test entry number and title 

2.c.3.b. Longitudinal Handling Qualities. 

Dynamic Stability, Short Term Response.

X Data may be acquired by using an inertial measurement system, a synchronized video of the calibrated helicopter instruments and the force/position measurements of flight deck controls.

2.c.4. Longitudinal Handling Qualities. 

Maneuvering stability.

X Data may be acquired by 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. Control Response.X Data may be acquired by 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 Qualities. 

Control Response..

X Data may be acquired by 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. Directional 

Static Stability.

X Data may be acquired by 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 Lateral and Directional Stability Lateral-Directional Oscillations.X Data may be acquired by using an inertial 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 Lateral and Directional Stability Spiral Stability.X Data may be acquired by using an inertial 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 Lateral and Directional Stability. Adverse/ 

Proverse Yaw.

X Data may be acquired by using an inertial measurement system and a synchronized video of the calibrated helicopter instruments, the force/position 

measurements of flight deck controls.

lllllllllllllllllllll

Begin Information 

18. Visual Display Systems. 

a. Basic principles of a FFS 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 modeled 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 FFS 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 

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of-view has been limited to about 40°–45°. 

These limitations result from tradeoffs in 

optical quality and interference between the 

display components and flight deck 

structures, but were sufficient to meet FFS 

regulatory approval for Helicopter FFSs. 

However, recent designs have been 

introduced with vertical fields of view of up 

to 60° for helicopter applications. 

b. Basic principles of a FFS dome (or noncollimated) 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 

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° by 90° 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 

modeled 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 modeled 

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 FFS 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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BILLING CODE 4910–13–C 


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Attachment 3 to Appendix C to Part 60—

Simulator Subjective Evaluation 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Except for special use airport models, all 

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 or 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 airport 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 airport models classified as 

Class I, Class II, or Class III may be used by 

the instructor or evaluator. Detailed 

descriptions/definitions of these 

classifications are found in Appendix F of 

this part. 

d. When a person sponsors an FFS 

maintained by a person other than a U.S. 

certificate holder, the sponsor is accountable 

for that FFS 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, and the method used for keeping 

instructors and evaluators apprised of the 

airport models that meet Class II or Class III 

requirements on any given simulator is at the 

option of the sponsor, but the method used 

must be available for review by the TPAA. 

f. When an airport model represents a real 

world airport 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 in 

paragraph 1.g., of this section), an update to 

that 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 90 days of the opening for use of the 

new airport runway, runway extension, new 

airport taxiway, or taxiway extension; or 

within 90 days of the closure of the runway 

or taxiway. 

(2) For a new or modified approach light 

system—within 45 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 180 

days 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 or has an objection to what 

must be updated in the specific airport model 

requirement, the sponsor must provide a 

written extension request to the NSPM 

stating the reason for the update delay and 

a proposed completion date or provide an 

explanation for the objection, explaining why 

the identified airport change will not have an 

impact on flight training, testing, or checking. 

A copy of this request or objection must also 

be sent to the POI/TCPM. The NSPM will 

send the official response to the sponsor and 

a copy to the POI/TCPM; however, if there 

is an objection, after consultation with the 

appropriate POI/TCPM regarding the 

training, testing, or checking impact, the 

NSPM will send the official response to the 

sponsor and a copy to the POI/TCPM. 

End QPS Requirements 

lllllllllllllllllllll

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 SOQ or as 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° 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 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 

FFS/visual media to provide an adequate 

environment in which the required SKAs are 

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. The TPAA may accept Class III airport 

models without individual observation 

provided the sponsor provides the TPAA 

with an acceptable description of the process 

for determining the acceptability of a specific 

airport model, outlines the conditions under 

which such an airport model may be used, 

and adequately describes what restrictions 

will be applied to each resulting airport or 

landing area model. Examples of situations 


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that may warrant Class III model designation 

by the TPAA include the following: 

(a) Training, testing, or checking on very 

low visibility operations, including SMGCS 

operations. 

(b) Instrument operations training 

(including instrument takeoff, departure, 

arrival, approach, and missed approach 

training, testing, or checking) using—

(i) A specific model that has been 

geographically ‘‘moved’’ to a different 

location and aligned with an instrument 

procedure for another airport. 

(ii) A model that does not match changes 

made at the real-world airport (or landing 

area for helicopters) being modeled. 

(iii) A model generated with an ‘‘off-board’’

or an ‘‘on-board’’ model development tool 

(by providing proper latitude/longitude 

reference; correct runway or landing area 

orientation, length, width, marking, and 

lighting information; and appropriate 

adjacent taxiway location) to generate a 

facsimile of a real world airport or landing 

area. 

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) Redifusion SP1, SP1T, and SP2. 

(2) Early CGI visual systems are excepted 

from the necessity of including runway 

numbers unless the runway is 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 are: 

(a) Redifusion SP1 and SP1T. 

(b) FlightSafety Vital IV. 

(c) Link-Miles Image II and Image IIT 

(d) XKD displays (even though the XKD 

image generator is capable of generating blue 

colored lights, the display cannot 

accommodate that color). 

End Information 

lllllllllllllllllllll

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

Tasks in this table are subject to evaluation if appropriate for the helicopter 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 equipment ......................................................................... X X X 

2. APU/Engine start and run-up 

2.a. ..................... Normal start procedures .......................................................................................................................................... X X X 

2.b. ..................... Alternate start procedures ....................................................................................................................................... X X X 

2.c. ..................... Abnormal starts and shutdowns (e.g., hot start, hung start) .................................................................................. X X X 

2.d. ..................... Rotor engagement ................................................................................................................................................... X X X 

2.e. ..................... System checks ........................................................................................................................................................ X X X 

3. 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 SOQ ........................................................................................................................................ A X X 

4. Taxiing—Hover 

4.a. ..................... Takeoff to a hover ................................................................................................................................................... X X X 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

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 

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 SOQ ........................................................................................................................................ 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 


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TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

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 

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 point (CDP) ................................................................................ X X X 

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 SOQ ................................................................................................................................... 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 SOQ ................................................................................................................................... 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. ...................... External Load Operations (see entry 4.f. of this table) ........................................................................................... X X 

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 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26691 

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

8.g.4. .................. Fuel governing system failures ............................................................................................................................... X X X 

8.g.5. .................. Directional control malfunction ................................................................................................................................ X X X 

8.g.6. .................. Hydraulic failure ....................................................................................................................................................... X X X 

8.g.7. .................. Stability system failure ............................................................................................................................................ X X X 

8.g.8. .................. Rotor vibrations ....................................................................................................................................................... X X X 

8.g.9. .................. Recovery from unusual attitudes ............................................................................................................................ 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 inoperative ......................................................................................... X X X 

10.b.3. ................ Approach procedures: X X X 

10.b.3.a. ............. PAR ......................................................................................................................................................................... X X X 

10.b.3.b. ............. MLS ......................................................................................................................................................................... X X X 

10.b.3.c. ............. ILS ........................................................................................................................................................................... X X X 

10.b.3.c. ............. (1) Manual (raw data) .............................................................................................................................................. X X X 

10.b.3.c. ............. (2) Flight director only ............................................................................................................................................. X X X 


sroberts on PROD1PC70 with RULES
26692 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

10.b.3.c. ............. (3) Autopilot * only ................................................................................................................................................... X X X 

10.b.3.c. ............. (4) Cat I ................................................................................................................................................................... X X X 

10.b.3.c. ............. (5) Cat II .................................................................................................................................................................. X X X 

10.b.4. ................ Missed approach: 

10.b.4.a. ............. All engines operating ............................................................................................................................................... X X X 

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

10.b.4.c. ............. Stability system failure ............................................................................................................................................ X X X 

10.c. ................... Others as listed on the SOQ ................................................................................................................................... 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 SOQ ........................................................................................................................................ A X X 

11c. .................... Landings: 

11.c.1. ................ Normal: 

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: 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26693 

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

11.c.8.a. ............. From autorotation .................................................................................................................................................... X X 

11.c.8.b. ............. One or more engines inoperative ........................................................................................................................... X X X 

11.c.8.c. ............. Directional control failure ......................................................................................................................................... X X X 

11.c.8.d. ............. Hydraulics failure ..................................................................................................................................................... X X X 

11.c.8.e. ............. Stability augmentation system failure ..................................................................................................................... X X X 

11.c.9. ................ Other (listed on the SOQ) ....................................................................................................................................... A X X 

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 


sroberts on PROD1PC70 with RULES
26694 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C3A.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry No. Operations tasks 

Simulator 

level 

B C D 

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 

12.c.7. ................ Other (listed on the SOQ) ....................................................................................................................................... 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 

*‘‘Autopilot’’ means attitude retention mode of operation. 

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

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

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 

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 airport and one (1) representative helicopter landing area model. The airport and

the helicopter landing area may be contained within the same model. If but 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 SOQ.

X 

1.b. ...... 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 on the ground, or hover taxi, as necessary.

X 

1.c. ...... Runways: 

1.c.1. ... Visible runway number ........................................................................................................................................................... X 

1.c.2. ... Runway threshold elevations and locations must be modeled to provide sufficient correlation with helicopter systems 

(e.g., altimeter).

X 

1.c.3. ... Runway surface and markings .............................................................................................................................................. X 

1.c.4. ... Lighting for the runway in use including runway edge and centerline .................................................................................. X 

1.c.5. ... Lighting, visual approach aid (VASI or PAPI) and approach lighting of appropriate colors ................................................. X 

1.c.6. ... Representative taxiway lights ................................................................................................................................................ X 

1.d. ...... Other helicopter landing area: 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26695 

TABLE C3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

B C D 

1.d.1. ... Standard heliport designation (‘‘H’’) marking, properly sized and oriented ........................................................................... X 

1.d.2. ... Perimeter markings for the Touchdown and Lift-Off Area (TLOF) or the Final Approach and Takeoff Area (FATO), as 

appropriate.

X 

1.d.3. ... Perimeter lighting for the TLOF or the FATO areas, as appropriate .................................................................................... X 

1.d.4. ... Appropriate markings and lighting to allow movement from the runway or helicopter landing area to another part of the 

landing facility.

X 

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 entry 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 SOQ. 

2.a. ...... There must be at least the following airport/helicopter landing areas. 

2.a.1. ... At least one (1) representative airport ................................................................................................................................... X X 

2.a.2. ... At least three representative non-airport landing areas, as follows: 

2.a.2.a At least one (1) representative helicopter landing area situated on a substantially elevated surface with respect to the

surrounding structures or terrain (e.g., building top, offshore oil rig).

X X 

2.a.2.b. At least one (1) helicopter landing area that meets the definition of a ‘‘confined landing area’’ .......................................... X X 

2.a.2.c. At least one (1) helicopter landing area on a sloped surface where the slope is at least 21⁄2° ........................................... X X 

2.b. ...... For each of the airport/helicopter landing areas described in 2.a., the simulator must be able to provide at least the following: X X 

2.b.1. ... A night and twilight (dusk) environment. ............................................................................................................................... X X 

2.b.2. ... A daylight environment .......................................................................................................................................................... X 

2.c. ...... Non-airport helicopter landing areas must have the following: 

2.c.1. ... Representative buildings, structures, and lighting within appropriate distances ................................................................... X X 

2.c.2. ... Representative moving and static clutter (e.g., other aircraft, power carts, tugs, fuel trucks) .............................................. X X 

2.c.3. ... Representative depiction of terrain and obstacles as well as significant and identifiable natural and cultural features, 

within 25 NM of the reference landing area.

X X 

2.c.4. ... Standard heliport designation (‘‘H’’) marking, properly sized and oriented ........................................................................... X X 

2.c.5. ... Perimeter markings for the Touchdown and Lift-Off Area (TLOF) or the Final Approach and Takeoff Area (FATO), as 

appropriate.

X X 

2.c.6. ... Perimeter lighting for the TLOF or the FATO areas, as appropriate .................................................................................... X X 

2.c.7. ... Appropriate markings and lighting to allow movement from the area to another part of the landing facility, if appropriate X X 

2.c.8. ... Representative markings, lighting, and signage, including a windsock that gives appropriate wind cues ........................... X X 

2.c.9. ... Appropriate markings, lighting, and signage necessary for position identification, and to allow movement from the landing area to another part of the landing facility.X X 

2.c.10. Representative moving and static 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).

X X 

2.c.11. Portrayal of landing surface contaminants, including lighting reflections when wet and partially obscured lights when 

snow is present, or suitable alternative effects.

X X 


sroberts on PROD1PC70 with RULES
26696 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

B C D 

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 entry 

2.a.2. of this table) 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 obstructions in the immediate landing area ..................................................................... X X 

2.d.3. ... Suspended wires in the immediate landing area .................................................................................................................. X X 

2.e. ...... Airport applications. Each airport must have the following: 

2.e.1. ... At least one runway designated as ‘‘in-use’’, appropriately marked and capable of being lighted fully .............................. X X 

2.e.2. ... Runway threshold elevations and locations must be modeled to provide sufficient correlation with helicopter systems 

(e.g., HGS, GPS, altimeter). Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, may not 

cause distracting or unrealistic effects, including pilot eye-point height variation.

X X X 

2.e.3. ... Appropriate approach lighting systems and airfield lighting for a VFR circuit and landing, non-precision approaches and 

landings, and precision approaches and landings, as appropriate..

X X 

2.e.4. ... Representative taxiway lights ................................................................................................................................................ X 

3. ......... Airport or landing area model management 

The following is the minimum visual scene management requirements 

3.a. ...... Runway and helicopter landing area approach lighting must fade into view in accordance with the environmental conditions set in the simulator.X X X 

3.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.X X X 

4. ......... 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° 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, strobe lights, approach lights, and runway edge lights from 5 sm (8 km) of the runway

threshold.

X X X 

4.b. ...... For runways: Centerline lights and taxiway definition from 3 sm (5 km) .............................................................................. X X X 

4.c. ...... For runways: Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the threshold .............................................. X 

4.d. ...... For runways: Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold .............................................. X X 

4.e. ...... For runways: Runway threshold lights and touchdown zone lights from 2 sm (3 km) ......................................................... X X X 

4.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.X X X 

4.g. ...... For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-distracting 

manner.

X X X 

4.h. ...... For helicopter landing areas: Landing direction lights and raised FATO lights from 1 sm (1.5 km) .................................... X X X 

4.i. ....... For helicopter landing areas: Flush mounted FATO lights, TOFL lights, and the lighted windsock from 0.5 sm (750 m) .. X 

4.j. ....... Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area ................................................................................. X 

5. ......... Airport or helicopter landing area model content 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26697 

TABLE C3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

B C D 

The following prescribes the minimum requirements for an airport/helicopter landing area 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 SOQ (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 developed using airport pictures, construction drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does not require that such models contain details that are beyond the design 

capability of the currently qualified visual system. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/ 

landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area. 

5.a. ...... The surface and markings for each ‘‘in-use’’ runway or helicopter landing area must include the following: 

5.a.1. ... For airports: Runway threshold markings, runway numbers, touchdown zone markings, fixed distance markings, runway 

edge markings, and runway centerline stripes.

X X X 

5.a.2. ... For helicopter landing areas: Markings for standard heliport identification (‘‘H’’) and TOFL, FATO, and safety areas ....... X X X 

5.b. ...... The lighting for each ‘‘in-use’’ runway or helicopter landing area must include the following: 

5.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.

X X X 

5.b.2. ... For helicopter landing areas: landing direction, raised and flush FATO, TOFL, windsock lighting ...................................... X X X 

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, centerline (if appropriate), runway hold lines, and ILS critical area(s) ..................................... X X X 

5.c.2. ... For helicopter landing areas: taxiways, taxi routes, and aprons ........................................................................................... X X X 

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 (if appropriate), runway hold lines, ILS critical areas .............................................. X X X 

5.d.2. ... For helicopter landing areas: taxiways, taxi routes, and aprons ........................................................................................... X X X 

5.d.3. ... For airports: taxiway lighting of correct color ......................................................................................................................... X 

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 distance remaining, intersecting runway with taxiway, and intersecting taxiway with taxiway.X X X 

5.e.2. ... For helicopter landing areas: as appropriate for the model used ......................................................................................... X X X 

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 area model must be properly aligned with the navigational aids that are associated 

with operations at the ‘‘in-use’’ runway or helicopter landing area.

X X X 

5.f.2. .... The simulation of runway or helicopter landing area contaminants must be correlated with the displayed runway surface

and lighting where applicable.

X X 

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 aerodynamic programming ................................................................................................ X X X 

6.b. ...... Visual cues to assess sink rate and depth perception during landings ................................................................................ X X X 

6.c. ...... Accurate portrayal of environment relating to flight simulator attitudes ................................................................................ X X X 


sroberts on PROD1PC70 with RULES
26698 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE C3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

B C D 

6.d. ...... The visual scene must correlate with integrated helicopter systems (e.g., terrain, traffic and weather avoidance systems 

and Head-up Guidance System (HGS)).

X X 

6.e. ...... Representative visual effects for each visible, own-ship, helicopter external light(s)—taxi and landing light lobes (including independent operation, if appropriate).X X X 

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 free from apparent and distracting quantization (aliasing) .......................................... X X 

7.b. ...... System capable of portraying full color realistic textural cues .............................................................................................. X X 

7.c. ...... The system light points must be free from distracting jitter, smearing or streaking ............................................................. X X X 

7.d. ...... Demonstration of occulting through each channel of the system in an operational scene .................................................. X X X 

7.e. ...... Demonstration of a minimum of ten levels of occulting through each channel of the system in an operational scene ...... X X 

7.f. ....... System capable of providing focus effects that simulate rain. .............................................................................................. X X 

7.g. ...... System capable of providing focus effects that simulate light point perspective growth ...................................................... X X 

7.h. ...... Runway light controls capable of six discrete light steps (0–5) ............................................................................................ X X X 

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 the appropriate surface contaminants and include appropriate lighting reflections 

for wet, partially obscured lights for snow, or alternative effects.

X 

8.b. ...... Special weather representations which include: 

8.b.1. ... The sound, motion and visual 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 surface and within a radius of 10 sm (16 

km) from the airport or helicopter landing area.

X 

8.b.2. ... One airport or helicopter landing area with a snow scene to include terrain snow and snow-covered surfaces ................ X 

8.c. ...... In-cloud effects such as variable cloud density, speed cues and ambient changes ............................................................ X X 

8.d. ...... The effect of multiple cloud layers representing few, scattered, broken and overcast conditions giving partial or complete obstruction of the ground scene.X X 

8.e. ...... 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.

X X X 

8.f. ....... Patchy fog giving the effect of variable RVR ......................................................................................................................... X 

8.g. ...... Effects of fog on airport lighting such as halos and defocus ................................................................................................ X X 

8.h. ...... Effect of own-ship lighting in reduced visibility, such as reflected glare, including landing lights, strobes, and beacons ... X X 

8.i. ....... Wind cues to provide the effect of blowing snow or sand across a dry runway or taxiway selectable from the instructor 

station.

X 

8.j. ....... ‘‘White-out’’ or ‘‘Brown-out’’ effects due to rotor downwash beginning at a distance above the ground equal to the rotor 

diameter.

X 

9. ......... Instructor control of the following: 

The following are the minimum instructor controls that must be available in Level B, Level C, and Level D simulators, as indicated. 

9.a. ...... Environmental effects, e.g. cloud base, cloud effects, cloud density, visibility in statute miles/ kilometers and RVR in 

feet/meters.

X X X 


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TABLE C3B.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual requirements for qualification at the stated level 

class I airport or landing area models 

Simulator 

level 

B C D 

9.b. ...... Airport or helicopter landing area selection ........................................................................................................................... X X X 

9.c. ...... Airport or helicopter landing area lighting, including variable intensity ................................................................................. X X X 

9.d. ...... Dynamic effects including ground and flight traffic ................................................................................................................ X X 

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 

TABLE C3C.—FUNCTIONS AND SUBJECTIVE TESTS

QPS requirements 

Entry 

No. 

Visual scene content additional airport or landing area models beyond minimum required for qualification 

Class II airport or landing area models 

Simulator 

level 

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. ......... Airport or landing area model 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 lights, approach lights, runway edge lights, visual landing aids, runway centerline lights, 

threshold lights, and touchdown zone lights.

X X X 

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.

X X X 

2. ......... Visual feature recognition 

The following are the minimum distances at which runway or landing area features must be visible for simulators at Levels 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° 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 .............................................................. X X X 

2.a.2. ... Centerline lights and taxiway definition from 3 sm (5 km) .................................................................................................... X X X 

2.a.3. ... Visual Approach Aid lights (VASI or PAPI) from 3 sm (5 km) of the threshold .................................................................... X 

2.a.4. ... Visual Approach Aid lights (VASI or PAPI) from 5 sm (8 km) of the threshold .................................................................... X X 

2.a.5. ... Threshold lights and touchdown zone lights from 2 sm (3 km) ............................................................................................ X X X 


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TABLE C3C.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual scene content additional airport or landing area models beyond minimum required for qualification 

Class II airport or landing area models 

Simulator 

level 

B C D 

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.

X X X 

2.a.7. ... For circling approaches, the runway of intended landing and associated lighting must fade into view in a non-distracting 

manner.

X X X 

2.b. ...... For Helicopter landing areas: 

2.b.1. ... Landing direction lights and raised FATO lights from 1 sm (1.5 km) ................................................................................... X X X 

2.b.2. ... Flush mounted FATO lights, TOFL lights, and the lighted windsock from 0.5 sm (750 m) ................................................. X X 

2.b.3. ... Hover taxiway lighting (yellow/blue/yellow cylinders) from TOFL area ................................................................................. X X 

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.

X X X 

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 for simulators at Level B, C, and D. The detail must be developed 

using airport pictures, construction drawings and maps, or other similar data, or developed 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. Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter 

takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area. 

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.

X X X 

3.a.2. ... For helicopter landing areas: Standard heliport marking (‘‘H’’), TOFL, FATO, and safety areas ......................................... X X X 

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.

X X X 

3.b.2. ... For helicopter landing areas: Landing direction, raised and flush FATO, TOFL, windsock lighting ..................................... X X X 

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) ..................................... X X X 

3.c.2. ... For helicopter landing areas: Taxiways, taxi routes, and aprons .......................................................................................... X X X 

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, centerline (if appropriate), runway hold lines, ILS critical areas .............................................. X X X 

3.d.2. ... For helicopter landing areas: Taxiways, taxi routes, and aprons .......................................................................................... X X X 

3.d.3. ... For airports: Taxiway lighting of correct color ....................................................................................................................... X 

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 B, Level C, and Level D simulators, as 

indicated. 

4.a. ...... The airport model must be properly aligned with the navigational aids that are associated with operations at the ‘‘inuse’’ runway.X X X 

4.b. ...... Slopes in runways, taxiways, and ramp areas, if depicted in the visual scene, must not cause distracting or unrealistic 

effects.

X X X 

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 aerodynamic programming ................................................................................................ X X X 


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TABLE C3C.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements 

Entry 

No. 

Visual scene content additional airport or landing area models beyond minimum required for qualification 

Class II airport or landing area models 

Simulator 

level 

B C D 

5.b. ...... Accurate portrayal of environment relating to flight simulator attitudes ................................................................................ X X X 

5.c. ...... Visual cues to assess sink rate and depth perception during landings ................................................................................ X X X 

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 distracting jitter, smearing or streaking .............................................................................................. X X X 

6.b. ...... Surfaces and textural cues free from apparent and distracting quantization (aliasing) ........................................................ X X 

6.c. ...... Correct color and realistic textural cues ................................................................................................................................ X 

7. ......... Instructor controls of the following: 

The following are the minimum instructor controls that must be available in Level B, Level C, and Level D simulators, as indicated. 

7.a. ...... Environmental effects, e.g., cloud base (if used), cloud effects, cloud density, visibility in statute miles/kilometers and 

RVR in feet/meters.

X X X 

7.b. ...... Airport/Heliport selection ........................................................................................................................................................ X X X 

7.c. ...... Airport lighting including variable intensity ............................................................................................................................. X X X 

7.d. ...... Dynamic effects including ground and flight traffic ................................................................................................................ X X 

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.

X X X 

End Information 

TABLE C3D—FUNCTIONS AND SUBJECTIVE TESTS

QPS requirements Information 

Entry 

No. 

Motion system (and special 

aerodynamic model) effects 

Simulator level 

Notes 

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, oleo deflection, ground speed, uneven runway, runway and taxiway centerline light 

characteristics: 

Procedure: After the helicopter has been pre-set to the 

takeoff position and then released, taxi at various 

speeds with a smooth runway and note the general 

characteristics of the simulated runway rumble effects 

of oleo deflections. Repeat the maneuver with a runway roughness of 50%, then with maximum roughness. Note the associated motion vibrations affected 

by ground speed and runway roughness 

X X X If time permits, different gross weights can also be selected as this may also affect the associated vibrations depending on helicopter type. The associated 

motion effects for the above tests should also include 

an assessment of the effects of rolling over centerline 

lights, surface discontinuities of uneven runways, and 

various taxiway characteristics. 

2 ........... Friction Drag 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 

X X 


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TABLE C3D—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements Information 

Entry 

No. 

Motion system (and special 

aerodynamic model) effects 

Simulator level 

Notes 

B C D 

3. .......... Rotor Out-of-Track and/or Out-of-Balance condition: 

Procedure: Select the malfunction or condition from the 

IOS. Start the engine(s) normally and check for an 

abnormal vibration for an Out-of-Track condition and 

check for an abnormal vibration for an Out-of-Balance 

condition 

X X X Does not require becoming airborne. The abnormal vibration for Out-of-Track and Out-of-Balance conditions should be recognized in the frequency range of 

the inverse of the period for each; i.e., 1/P for vertical 

vibration, and 1/P for lateral vibration. 

4. .......... Bumps associated 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 

X X X When the landing gear is extended or retracted, motion 

bumps can be felt when the gear locks into position. 

5. .......... Buffet during extension and retraction of landing 

gear: 

Procedure: Operate the landing gear. Check that the 

motion cues of the buffet experienced represent the 

actual helicopter 

X X X 

6. .......... Failure of Dynamic Vibration Absorber or similar 

system as appropriate for the helicopter (e.g., 

droop stop or static stop): 

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 

X X X 

7. .......... Tail Rotor Drive Failure: 

Procedure: With the engine(s) running and the rotor engaged—select the malfunction and note the immediate increase of medium frequency vibration 

X X X The tail rotor operates in the medium frequency range, 

normally estimated by multiplying the tail rotor gear 

box ratio by the main rotor RPM. The failure can be 

recognized by an increase in the vibrations in this frequency range. 

8. .......... Touchdown cues 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 

X X X 

9. .......... Tire failure dynamics: 

Procedure: Simulate a single tire failure and a multiple 

tire failure 

X X The pilot may notice some yawing with a multiple tire 

failure selected on the same side. This 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 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. Note the associated engine instruments varying according to the 

nature of the malfunction and note the replication of 

the effects of the airframe vibration 

X X X 

11. ........ Tail boom strikes: 

Procedure: Tail-strikes can be checked by over-rotation 

of the helicopter at a quick stop or autorotation to the 

ground 

X X X The motion effect should be felt as a noticeable nose 

down pitching moment. 


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TABLE C3D—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS requirements Information 

Entry 

No. 

Motion system (and special 

aerodynamic model) effects 

Simulator level 

Notes 

B C D 

12. ........ Vortex Ring State (Settling with Power): 

Procedure: Specific procedures may differ between helicopters and may be prescribed by the Helicopter 

Manufacturer or other subject matter expert. However, 

the following information is provided for illustrative 

purposes * * * To enter the maneuver, reduce power 

below hover power. Hold altitude with aft cyclic 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 

X X When the aircraft begins to shudder, the application of 

additional up collective increases the vibration and 

sink rate. One recovery method is to decrease collective to enter vertical autorotation and/or use cyclic inputs to gain horizontal airspeed and exit from vortex 

ring state. 

13. ........ Retreating Blade Stall: 

Procedure: Specific procedures may differ between helicopters and may be prescribed by the Helicopter 

Manufacturer or other subject matter expert. However, 

the following information is provided for illustrative 

purposes: To enter the maneuver, increase forward 

airspeed; the effect will be recognized 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 

X X Correct recovery from retreating blade stall requires the 

collective to be lowered first, which reduces blade angles and the angle of attack. Aft cyclic can then be 

used to slow the helicopter. 

14. ........ Translational 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 possible nose pitch-up in 

some helicopters, an increase in the rate of climb, 

and a temporary increase in 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 

X X X 

TABLE C3E.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry 

number Sound system 

Simulator level 

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 pilot for normal helicopter operation. ............................................................................. X X 

4. .......... Abnormal operations for which there are associated sound cues, including engine malfunctions, landing gear or tire 

malfunctions, tail boom.

X X 

5. .......... Sound of a crash when the flight simulator is landed in excess of limitations ............................................................... X X 


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TABLE C3F.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry 

number Special effects 

Simulator level 

B C D 

This table specifies the minimum special effects necessary for the specified simulator level. 

1. .......... Braking Dynamics: ........................................................................................................................................................

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.

X X 

2. .......... Effects of Airframe and 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.

X X 

TABLE C3G.—FUNCTIONS AND SUBJECTIVE TESTS

QPS Requirements 

Entry 

number Instructor Operating Station (IOS) 

Simulator level 

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. 

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

2. .......... Helicopter conditions. 

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

2.b. ....... Helicopter systems status ............................................................................................................................................... X X X 

2.c. ....... Ground crew functions .................................................................................................................................................... X X X 

3. .......... Airports/Heliports. 

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

3.b. ....... Runway or landing area selection ................................................................................................................................... X X X 

3.c. ....... Landing surface conditions (rough, smooth, icy, wet, dry, snow) ................................................................................... X X X 

3.d. ....... Preset positions ............................................................................................................................................................... X X X 

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

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

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

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

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

4.d. ....... Climate conditions ........................................................................................................................................................... X X X 

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

5. .......... Helicopter system malfunctions (Insertion/deletion). .................................................................................................. X X X 

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

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


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TABLE C3G.—FUNCTIONS AND SUBJECTIVE TESTS—Continued 

QPS Requirements 

Entry 

number Instructor Operating Station (IOS) 

Simulator level 

B C D 

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

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

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

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

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

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

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

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

Attachment 4 to Appendix C to Part 60—

SAMPLE DOCUMENTS 

Table of Contents 

Title of Sample 

Figure C4A Sample Letter, Request for 

Initial, Upgrade, or Reinstatement 

Evaluation. 

Figure C4B Attachment: FFS Information 

Form 

Figure A4C Sample Letter of Compliance 

Figure C4D Sample Qualification Test 

Guide Cover Page 

Figure C4E Sample Statement of 

Qualification—Certificate 

Figure C4F Sample Statement of 

Qualification—Configuration List 

Figure C4G Sample Statement of 

Qualification—List of Qualified Tasks 

Figure C4H Sample Continuing 

Qualification Evaluation Requirements 

Page 

Figure C4I Sample MQTG Index of Effective 

FFS Directives 

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 

Attachment 5 to Appendix C to Part 60—

FSTD DIRECTIVES APPLICABLE TO 

HELICOPTER FFSs 

Flight Simulation Training Device (FSTD) 

Directive 

FSTD Directive 1. Applicable to all FFSs, 

regardless of the original qualification basis 

and qualification date (original or upgrade), 

having Class II or Class III airport models 

available. 

Agency: Federal Aviation Administration 

(FAA), DOT 

Action: This is a retroactive requirement to 

have all Class II or Class III airport models 

meet current requirements. 

lllllllllllllllllllll

Summary: Notwithstanding the 

authorization listed in paragraph 13b in 

Appendices A and C of this part, this FSTD 

Directive requires each certificate holder to 

ensure that by May 30, 2009, except for the 

airport model(s) used to qualify the simulator 

at the designated level, each airport model 

used by the certificate holder’s instructors or 

evaluators for training, checking, or testing 

under this chapter in an FFS, meets the 

definition of a Class II or Class III airport 

model as defined in 14CFR part 60. The 

completion of this requirement will not 

require a report, and the method used for 

keeping instructors and evaluators apprised 

of the airport models that meet Class II or 

Class III requirements on any given simulator 

is at the option of the certificate holder 

whose employees are using the FFS, but the 

method used must be available for review by 

the TPAA for that certificate holder. 

Dates: FSTD Directive 1 becomes effective 

on May 30, 2008. 

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 an SOQ for a 

specific FSTD level. 

2. FFSs also require the installation of a 

visual system that is capable of providing an 

out-of-the-flight-deck view of airport models. 

However, historically these airport models 

were not routinely evaluated or required to 

meet any standardized criteria. This has led 

to qualified simulators containing 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 May 30, 2009, except for the 

airport model(s) used to qualify the simulator 

at the designated level, each certificate 

holder must assure that each airport model 

used for training, testing, or checking under 

this chapter in a qualified FFS meets the 

definition of a Class II or Class III airport 

model as defined in Appendix F of this part. 

4. 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. 

5. For circling approaches, all requirements 

of this section apply to the runway used for 

the initial approach and to the runway of 

intended landing. 

6. 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, 

FSTD Directive 1 does not require that 

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: 


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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). 

7. A copy of this Directive must be filed 

in the MQTG 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 of this part for a 

sample MQTG Index of Effective FSTD 

Directives chart. 

Appendix D to Part 60—Qualification 

Performance Standards for Helicopter Flight 

Training Devices 

lllllllllllllllllllll

Begin Information 

This appendix establishes the standards for 

Helicopter Flight Training Device (FTD) 

evaluation and qualification at Level 4, Level 

5, Level 6, or Level 7. The NSPM is 

responsible for the development, application, 

and implementation of the standards 

contained within this appendix. The 

procedures and criteria specified in this 

appendix will be used by the NSPM, or a 

person or persons assigned by the NSPM 

when conducting helicopter FTD 

evaluations. 

Table of Contents 

1. Introduction. 

2. Applicability (§§ 60.1, 60.2). 

3. Definitions (§ 60.3). 

4. Qualification Performance Standards 

(§ 60.4). 

5. Quality Management System (§ 60.5). 

6. Sponsor Qualification Requirements 

(§ 60.7). 

7. Additional Responsibilities of the 

Sponsor (§ 60.9). 

8. FTD Use (§ 60.11). 

9. FTD Objective Data Requirements 

(§ 60.13). 

10. Special Equipment and Personnel 

Requirements for Qualification of the FTD 

(§ 60.14). 

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16). 

13. Previously Qualified FTDs (§ 60.17). 

14. Inspection, Continuing Qualification 

Evaluation, and Maintenance Requirements 

(§ 60.19). 

15. Logging FTD Discrepancies (§ 60.20). 

16. Interim Qualification of FTDs for New 

Helicopter Types or Models (§ 60.21). 

17. Modifications to FTDs (§ 60.23). 

18. Operations with Missing, 

Malfunctioning, or Inoperative Components 

(§ 60.25). 

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27). 

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29). 

21. Recordkeeping and Reporting (§ 60.31). 

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33). 

23. [Reserved] 

24. Levels of FTD. 

25. FTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37). 

Attachment 1 to Appendix D to Part 60—

General FTD Requirements. 

Attachment 2 to Appendix D to Part 60—

Flight Training Device (FTD) Objective Tests. 

Attachment 3 to Appendix D to Part 60—

Flight Training Device (FTD) Subjective 

Evaluation. 

Attachment 4 to Appendix D to Part 60—

Sample Documents. 

End Information 

lllllllllllllllllllll

1. Introduction 

lllllllllllllllllllll

Begin Information 

a. This appendix contains background 

information as well as regulatory and 

informative material as described later in this 

section. To assist the reader in determining 

what areas are required and what areas are 

permissive, the text in this appendix is 

divided into two sections: ‘‘QPS 

Requirements’’ and ‘‘Information.’’ The QPS 

Requirements sections contain details 

regarding compliance with the part 60 rule 

language. These details are regulatory, but are 

found only in this appendix. The Information 

sections contain material that is advisory in 

nature, and designed to give the user general 

information about the regulation. 

b. 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: 

9-aso-avr-sim-team@faa.gov. 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, ACs, 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 120–28, as amended, Criteria for 

Approval of Category III Landing Weather 

Minima. 

(11) AC 120–29, as amended, Criteria for 

Approving Category I and Category II 

Landing Minima for part 121 operators. 

(12) AC 120–35, as amended, Line 

Operational Simulations: Line-Oriented 

Flight Training, Special Purpose Operational 

Training, Line Operational Evaluation. 

(13) AC 120–41, as amended, Criteria for 

Operational Approval of Airborne Wind 

Shear Alerting and Flight Guidance Systems. 

(14) AC 120–57, as amended, Surface 

Movement Guidance and Control System 

(SMGCS). 

(15) AC 120–63, as amended, Helicopter 

Simulator Qualification. 

(16) AC 150/5300–13, as amended, Airport 

Design. 

(17) AC 150/5340–1, as amended, 

Standards for Airport Markings. 

(18) AC 150/5340–4, as amended, 

Installation Details for Runway Centerline 

Touchdown Zone Lighting Systems. 

(19) AC 150/5390–2, as amended, Heliport 

Design. 

(20) AC 150/5340–19, as amended, 

Taxiway Centerline Lighting System. 

(21) AC 150/5340–24, as amended, 

Runway and Taxiway Edge Lighting System. 

(22) AC 150/5345–28, as amended, 

Precision Approach Path Indicator (PAPI) 

Systems. 

(23) International Air Transport 

Association document, ‘‘Flight Simulator 

Design and Performance Data Requirements,’’

as amended. 

(24) AC 29–2, as amended, Flight Test 

Guide for Certification of Transport Category 

Rotorcraft. 

(25) AC 27–1, as amended, Flight Test 

Guide for Certification of Normal Category 

Rotorcraft. 

(26) International Civil Aviation 

Organization (ICAO) Manual of Criteria for 

the Qualification of Flight Simulators, as 

amended. 

(27) Airplane Flight Simulator Evaluation 

Handbook, Volume I, as amended and 

Volume II, as amended, The Royal 

Aeronautical Society, London, UK. 

(28) FAA Publication FAA–S–8081 series 

(Practical Test Standards for Airline 


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Transport Pilot Certificate, Type Ratings, 

Commercial Pilot, and Instrument Ratings). 

(29) The FAA Aeronautical Information 

Manual (AIM). An electronic version of the 

AIM is on the Internet at http://www.faa.gov/ 

atpubs. 

(30) Aeronautical Radio, Inc. (ARINC) 

document number 436, Guidelines For 

Electronic Qualification Test Guide (as 

amended). 

(31) Aeronautical Radio, Inc. (ARINC) 

document 610, Guidance for Design and 

Integration of Aircraft Avionics Equipment in 

Simulators (as amended). 

End Information 

lllllllllllllllllllll

2. Applicability (§ 60.1 and 60.2) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.1, Applicability, or to 

§ 60.2, Applicability of sponsor rules to 

person who are not sponsors and who are 

engaged in certain unauthorized activities. 

End Information 

lllllllllllllllllllll

3. Definitions (§ 60.3) 

lllllllllllllllllllll

Begin Information 

See Appendix F of this part for a list of 

definitions and abbreviations from part 1, 

part 60, and the QPS appendices of part 60. 

End Information 

lllllllllllllllllllll

4. Qualification Performance Standards 

(§ 60.4) 

Begin Information 

No additional regulatory or informational 

material applies to § 60.4, Qualification 

Performance Standards. 

End Information 

lllllllllllllllllllll

5. Quality Management System (§ 60.5) 

lllllllllllllllllllll

Begin Information 

Additional regulatory material and 

informational material regarding Quality 

Management Systems for FTDs may be found 

in Appendix E of this part. 

End Information 

lllllllllllllllllllll

6. Sponsor Qualification Requirements 

(§ 60.7) 

lllllllllllllllllllll

Begin Information 

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

to have a specific FTD, identified by the 

sponsor, used at least once in an FAAapproved flight training program for the 

helicopter simulated during the 12-month 

period described. The identification of the 

specific FTD may change from one 12-month 

period to the next 12-month period as long 

as that sponsor sponsors and uses at least one 

FTD at least once during the prescribed 

period. There is no minimum number of 

hours or minimum FTD periods required. 

b. The following examples describe 

acceptable operational practices: 

(1) Example One. 

(a) A sponsor is sponsoring a single, 

specific FTD for its own use, in its own 

facility or elsewhere—this single FTD forms 

the basis for the sponsorship. The sponsor 

uses that FTD at least once in each 12-month 

period in that sponsor’s FAA-approved flight 

training program for the helicopter 

simulated. This 12-month period is 

established according to the following 

schedule: 

(i) If the FTD was qualified prior to May 

30, 2008, the 12-month period begins on the 

date of the first continuing qualification 

evaluation conducted in accordance with 

§ 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 

§ 60.15. Once the initial or upgrade 

evaluation is complete, the first continuing 

qualification evaluation will be conducted 

within 6 months. The 12 month continuing 

qualification evaluation cycle begins on that 

date and continues for each subsequent 12- 

month period. 

(b) There is no minimum number of hours 

of FTD use required. 

(c) The identification of the specific FTD 

may change from one 12-month period to the 

next 12-month period as long as that sponsor 

sponsors and uses at least one FTD at least 

once during the prescribed period. 

(2) Example Two. 

(a) A sponsor sponsors an additional 

number of FTDs, in its facility or elsewhere. 

Each additionally sponsored FTD must be—

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

FAA-approved flight training program for the 

helicopter simulated (as described in 

§ 60.7(d)(1)); or 

(ii) Used by another FAA certificate holder 

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

helicopter simulated (as described in 

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

established in the same manner as in 

example one; or 

(iii) Provided a statement each year from a 

qualified pilot, (after having flown the 

helicopter not the subject FTD or another 

FTD, during the preceding 12-month period) 

stating that the subject FTD’s performance 

and handling qualities represent the 

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

statement is provided at least once in each 

12-month period established in the same 

manner as in example one. 

(b) There is no minimum number of hours 

of FTD use required. 

(3) Example Three. 

(a) A sponsor in New York (in this 

example, a Part 142 certificate holder) 

establishes ‘‘satellite’’ training centers in 

Chicago and Moscow. 

(b) The satellite function means that the 

Chicago and Moscow centers must operate 

under the New York center’s certificate (in 

accordance with all of the New York center’s 

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

instructor and/or technician training/ 

checking requirements, record keeping, QMS 

program). 

(c) All of the FTDs in the Chicago and 

Moscow centers could be dry-leased (i.e., the 

certificate holder does not have and use 

FAA-approved flight training programs for 

the FTDs in the Chicago and Moscow 

centers) because—

(i) Each FTD in the Chicago center and 

each FTD in the Moscow center is used at 

least once each 12-month period by another 

FAA certificate holder in that other 

certificate holder’s FAA-approved flight 

training program for the helicopter (as 

described in § 60.7(d)(1)); or 

(ii) A statement is obtained from a 

qualified pilot (having flown the helicopter, 

not the subject FTD or another FTD during 

the preceding 12-month period) stating that 

the performance and handling qualities of 

each FTD in the Chicago and Moscow centers 

represents the helicopter (as described in 

§ 60.7(d)(2)). 

End Information 

lllllllllllllllllllll

7. Additional Responsibilities of the Sponsor 

(§ 60.9) 

lllllllllllllllllllll

Begin Information 

The phrase ‘‘as soon as practicable’’ in 

§ 60.9(a) means without unnecessarily 

disrupting or delaying beyond a reasonable 

time the training, evaluation, or experience 

being conducted in the FTD. 

End Information 

lllllllllllllllllllll

8. FTD Use (§ 60.11). 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.11, FTD Use. 

End Information 

lllllllllllllllllllll

9. FTD Objective Data Requirements 

(§ 60.13) 

lllllllllllllllllllll

Begin QPS Requirements 

a. Flight test data used to validate FTD 

performance and handling qualities must 

have been gathered in accordance with a 

flight test program containing the following: 

(1) A flight test plan consisting of: 

(a) The maneuvers and procedures 

required for aircraft certification and 

simulation programming and validation. 

(b) For each maneuver or procedure—

(i) The procedures and control input the 

flight test pilot and/or engineer used. 

(ii) The atmospheric and environmental 

conditions. 

(iii) The initial flight conditions. 

(iv) The helicopter configuration, including 

weight and center of gravity. 

(v) The data to be gathered. 

(vi) All other information necessary to 

recreate the flight test conditions in the FTD. 


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(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, 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 D; 

(4) With any necessary guidance 

information provided; and 

(5) Without alteration, adjustments, or bias. 

Data may be corrected to address known data 

calibration errors provided that an 

explanation of the methods used to correct 

the errors appears in the QTG. The corrected 

data may be re-scaled, digitized, or otherwise 

manipulated to fit the desired presentation 

c. After completion of any additional flight 

test, a flight test report must be submitted in 

support of the validation data. The report 

must contain sufficient data and rationale to 

support qualification of the FTD at the level 

requested. 

d. As required by § 60.13(f), the sponsor 

must notify the NSPM when it becomes 

aware that an addition to or a revision of the 

flight related data or helicopter systems 

related data is available if this data is used 

to program and operate a qualified FTD. The 

data referred to in this sub-section is data 

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 snap shot. 

End QPS Requirements 

lllllllllllllllllllll

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 QTG, the 

sponsor should submit to the NSPM for 

approval, a descriptive document (see 

Appendix C of this part, Table C2D, Sample 

Validation Data Roadmap for Helicopters) 

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-bycase 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 

lllllllllllllllllllll

10. Special Equipment and Personnel 

Requirements for Qualification of the FTD 

(§ 60.14). 

lllllllllllllllllllll

Begin Information 

a. In the event that the NSPM determines 

that special equipment or specifically 

qualified persons will be required to conduct 

an evaluation, the NSPM will make every 

attempt to notify the sponsor at least one (1) 

week, but in no case less than 72 hours, in 

advance of the evaluation. Examples of 

special equipment include flight control 

measurement devices, accelerometers, or 

oscilloscopes. Examples of specially 

qualified personnel include individuals 

specifically qualified to install or use any 

special equipment when its use is required. 

b. Examples of a special evaluation include 

an evaluation conducted after an FTD is 

moved; at the request of the TPAA; or as a 

result of comments received from users of the 

FTD that raise questions about the continued 

qualification or use of the FTD. 

End Information 

lllllllllllllllllllll

11. Initial (and Upgrade) Qualification 

Requirements (§ 60.15). 

lllllllllllllllllllll

Begin QPS Requirement 

a. In order to be qualified at a particular 

qualification level, the FTD must: 

(1) Meet the general requirements listed in 

Attachment 1 of this appendix. 

(2) Meet the objective testing requirements 

listed in Attachment 2 of this appendix 

(Level 4 FTDs do not require objective tests). 

(3) Satisfactorily accomplish the subjective 

tests listed in Attachment 3 of this appendix. 

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

include all of the following: 

(1) A statement that the FTD meets all of 

the applicable provisions of this part and all 

applicable provisions of the QPS. 

(2) A confirmation that the sponsor will 

forward to the NSPM the statement described 

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

no later than 5 business days prior to the 

scheduled evaluation and may be forwarded 

to the NSPM via traditional or electronic 

means. 

(3) Except for a Level 4 FTD, a 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, of this appendix, 

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 


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qualification evaluations must be conducted 

and any subsequent changes that may be 

determined by the NSPM in accordance with 

§ 60.19. See Attachment 4, Figure D4G, of 

this appendix 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, of 

this appendix, for a sample FTD information 

page). For convertible FTDs, the sponsor 

must submit a separate page for each 

configuration of the FTD. 

(a) The sponsor’s FTD identification 

number or code. 

(b) The helicopter model and series being 

simulated. 

(c) The aerodynamic data revision number 

or reference. 

(d) The 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 (SOC) with certain requirements. 

(9) Recording procedures or equipment 

required to accomplish the objective tests. 

(10) The following information for each 

objective test designated in Attachment 2 of 

this appendix, 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. 

An electronic copy of the MQTG 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 

lllllllllllllllllllll

Begin Information 

m. Only those FTDs that are sponsored by 

a certificate holder as defined in Appendix 

F of this part 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 of this 

appendix, the objective tests listed in 

Attachment 2 of this appendix, 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 


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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 include an 

examination of functions. The tests include 

a qualitative assessment of the FTD by an 

NSP pilot. The NSP evaluation team leader 

may assign other qualified personnel to assist 

in accomplishing the functions examination 

and/or the objective and subjective tests 

performed during an evaluation when 

required. 

(1) Objective tests provide a basis for 

measuring and evaluating FTD performance 

and determining compliance with the 

requirements of this part. 

(2) Subjective tests provide a basis for: 

(a) Evaluating the capability of the FTD to 

perform over a typical utilization period; 

(b) Determining that the FTD satisfactorily 

simulates each required task; 

(c) Verifying correct operation of the FTD 

controls, instruments, and systems; and 

(d) Demonstrating compliance with the 

requirements of this part. 

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 an 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 of this appendix. 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, of this appendix, 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 of this appendix. 

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 § 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 § 60.15(g)(6), include 

approaches to and departures from slopes 

and pinnacles. 

End Information 

lllllllllllllllllllll

12. Additional Qualifications for Currently 

Qualified FTDs (§ 60.16) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.16, Additional 

Qualifications for a Currently Qualified FTD. 

End Information 

lllllllllllllllllllll

13. Previously Qualified FTDs (§ 60.17) 

lllllllllllllllllllll

Begin QPS Requirements 

a. In instances where a sponsor plans to 

remove an FTD from active status for a 

period of less than two years, the following 

procedures apply: 

(1) The NSPM must be notified in writing 

and the notification must include an estimate 

of the period that the FTD will be inactive. 

(2) Continuing Qualification evaluations 

will not be scheduled during the inactive 

period. 

(3) The NSPM will remove the FTD from 

the list of qualified FTDs 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. 

d. Simulators qualified prior to May 30, 

2008, may be updated. If an evaluation is 

deemed appropriate or necessary by the 

NSPM after such an update, the evaluation 

will not require an evaluation to standards 

beyond those against which the simulator 

was originally qualified. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

e. Other certificate holders or persons 

desiring to use an FTD may contract with 

FTD sponsors to use FTDs previously 

qualified at a particular level for a helicopter 

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

are not required to undergo an additional 

qualification process, except as described in 

§ 60.16. 

f. Each FTD user must obtain approval 

from the appropriate TPAA to use any FTD 

in an FAA-approved flight training program. 

g. The intent of the requirement listed in 

§ 60.17(b), for each FTD to have an SOQ 

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. 

h. Downgrading of an FTD is a permanent 

change in qualification level and will 

necessitate the issuance of a revised SOQ 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. 

i. 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 


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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. 

j. 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. 

k. The FTD will normally be requalified 

using the FAA-approved MQTG and the 

criteria that was in effect prior to its removal 

from qualification. However, inactive periods 

of 2 years or more will require requalification under the standards in effect 

and current at the time of requalification. 

End Information 

lllllllllllllllllllll

14. Inspection, Continuing Qualification, 

Evaluation, and Maintenance Requirements 

(§ 60.19) 

lllllllllllllllllllll

Begin QPS Requirement 

a. The sponsor must conduct a minimum 

of four evenly spaced inspections throughout 

the year. The objective test sequence and 

content of each inspection in this sequence 

must be developed by the sponsor and must 

be acceptable to the NSPM. 

b. The description of the functional 

preflight check 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 

lllllllllllllllllllll

Begin Information 

e. The sponsor’s test sequence and the 

content of each quarterly inspection required 

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

a mix from the objective test requirement 

areas listed as follows: 

(1) Performance. 

(2) Handling qualities. 

(3) Motion system (where appropriate). 

(4) Visual system (where appropriate). 

(5) Sound system (where appropriate). 

(6) Other FTD systems. 

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 § 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 

§ 60.19(b)(4) regarding the frequency of 

NSPM-conducted continuing qualification 

evaluations for each FTD is typically 12 

months. However, the establishment and 

satisfactory implementation of an approved 

QMS for a sponsor will provide a basis for 

adjusting the frequency of evaluations to 

exceed 12-month intervals. 

End Information 

lllllllllllllllllllll

15. Logging FTD Discrepancies (§ 60.20) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.20. Logging FTD 

Discrepancies. 

End Information 

lllllllllllllllllllll

16. Interim Qualification of FTDs for New 

Helicopter Types or Models (§ 60.21) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.21, Interim 

Qualification of FTDs for New Helicopter 

Types or Models. 

End Information 

lllllllllllllllllllll

17. Modifications to FTDs (§ 60.23) 

lllllllllllllllllllll

Begin QPS Requirements 

a. The notification described in 

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

description of the planned modification, with 

a description of the operational and 

engineering effect the proposed modification 

will have on the operation of the FTD and 

the results that are expected with the 

modification incorporated. 

b. Prior to using the modified FTD: 

(1) All the applicable objective tests 

completed with the modification 

incorporated, including any necessary 

updates to the MQTG (e.g., accomplishment 

of FSTD Directives) must be acceptable to the 

NSPM; and 

(2) The sponsor must provide the NSPM 

with a statement signed by the MR that the 

factors listed in § 60.15(b) are addressed by 

the appropriate personnel as described in 

that section. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

c. FSTD Directives are considered 

modification of an FTD. See Attachment 4 of 

this appendix, Figure D4H for a sample index 

of effective FSTD Directives. See Attachment 

6 of this appendix for a list of all effective 

FSTD Directives applicable to Helicopter 

FTDs. 

End Information 

lllllllllllllllllllll

18. Operation with Missing, Malfunctioning, 

or Inoperative Components (§ 60.25) 

lllllllllllllllllllll

Begin Information 

a. The sponsor’s responsibility with respect 

to § 60.25(a) is satisfied when the sponsor 

fairly and accurately advises the user of the 

current status of an FTD, including any 

missing, malfunctioning, or inoperative 

(MMI) component(s). 

b. It is the responsibility of the instructor, 

check airman, or representative of the 

administrator conducting training, testing, or 

checking to exercise reasonable and prudent 

judgment to determine if any MMI 

component is necessary for the satisfactory 

completion of a specific maneuver, 

procedure, or task. 

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

period described in § 60.25(b) is on a 

Saturday, a Sunday, or a holiday, the FAA 

will extend the deadline until the next 

business day. 

d. In accordance with the authorization 

described in § 60.25(b), the sponsor may 

develop a discrepancy prioritizing system to 

accomplish repairs based on the level of 

impact on the capability of the FTD. Repairs 

having a larger impact on the FTD’s ability 

to provide the required training, evaluation, 

or flight experience will have a higher 

priority for repair or replacement. 


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End Information 

lllllllllllllllllllll

19. Automatic Loss of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.27) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FTD is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing that 

is required for requalification. 

End Information 

lllllllllllllllllllll

20. Other Losses of Qualification and 

Procedures for Restoration of Qualification 

(§ 60.29) 

lllllllllllllllllllll

Begin Information 

If the sponsor provides a plan for how the 

FTD will be maintained during its out-ofservice period (e.g., periodic exercise of 

mechanical, hydraulic, and electrical 

systems; routine replacement of hydraulic 

fluid; control of the environmental factors in 

which the FTD is to be maintained) there is 

a greater likelihood that the NSPM will be 

able to determine the amount of testing that 

is required for requalification. 

End Information 

lllllllllllllllllllll

21. Record Keeping and Reporting (§ 60.31) 

lllllllllllllllllllll

Begin QPS Requirements 

a. FTD modifications can include hardware 

or software changes. For FTD modifications 

involving software programming changes, the 

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

of the name of the aircraft system software, 

aerodynamic model, or engine model change, 

the date of the change, a summary of the 

change, and the reason for the change. 

b. If a coded form for 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 Information 

lllllllllllllllllllll

22. Applications, Logbooks, Reports, and 

Records: Fraud, Falsification, or Incorrect 

Statements (§ 60.33) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.33, Applications, 

Logbooks, Reports, and Records: Fraud, 

Falsification, or Incorrect Statements 

23. [Reserved]. 

End Information 

lllllllllllllllllllll

24. Levels of FTD 

lllllllllllllllllllll

Begin Information 

a. The following is a general description of 

each level of FTD. Detailed standards and 

tests for the various levels of FTDs are fully 

defined in Attachments 1 through 3 of this 

appendix. 

(1) Level 4. A 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, nosewheel 

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° horizontally and 36° vertically as 

well as a vibration cueing system for 

characteristic helicopter vibrations noted at 

the pilot station(s). 

End Information 

lllllllllllllllllllll

25. FTD Qualification on the Basis of a 

Bilateral Aviation Safety Agreement (BASA) 

(§ 60.37) 

lllllllllllllllllllll

Begin Information 

No additional regulatory or informational 

material applies to § 60.37, FTD Qualification 

on the Basis of a Bilateral Aviation Safety 

Agreement (BASA). 

End Information 

lllllllllllllllllllll

Attachment 1 to Appendix D to Part 60—

GENERAL FTD REQUIREMENTS 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Certain requirements included in this 

appendix must be supported with an SOC as 

defined in Appendix F, which may include 

objective and subjective tests. The 

requirements for SOCs are indicated in the 

‘‘General FTD Requirements’’ column in 

Table D1A of this appendix. 

b. Table D1A describes the requirements 

for the indicated level of FTD. Many devices 

include operational systems or functions that 

exceed the requirements outlined in this 

section. In any event, all systems will be 

tested and evaluated in accordance with this 

appendix to ensure proper operation. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

2. Discussion 

a. This attachment describes the general 

requirements for qualifying Level 4 through 

Level 7 FTDs. The sponsor should also 

consult the objectives tests in Attachment 2 

of this appendix and the examination of 

functions and subjective tests listed in 

Attachment 3 of this appendix 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 FTD 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. 


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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 

lllllllllllllllllllll

TABLE D1A.—MINIMUM FTD REQUIREMENTS

QPS requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 7 

1. General Flight Deck Configuration. 

1.a. ....... The FTD must have a flight deck that is a replica of the 

helicopter, or set of helicopters simulated with controls, equipment, observable flight deck indicators, 

circuit breakers, and bulkheads properly located, 

functionally accurate and replicating the helicopter or 

set of helicopters. The direction of movement of controls and switches must be identical to that in the 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. 

Those circuit breakers that affect procedures or result 

in observable flight deck indications must be properly 

located and functionally accurate. Fire axes, extinguishers, landing gear pins, and spare light bulbs 

must be available, and may be represented in silhouette, in the flight simulator. This equipment must 

be present as near as practical to the original position 

X X For FTD purposes, the flight deck consists of all that 

space forward of a cross section of the flight deck at 

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

seats. Bulkheads containing only items such as landing gear pin storage compartments, fire axes and extinguishers, spare light bulbs, and aircraft documents 

pouches are not considered essential and may be 

omitted. If omitted, these items, or the silhouettes of 

these items, may be placed on the wall of the simulator, or in any other location as near as practical to 

the original position of these items. 

1.b. ....... The FTD must have 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. 

Those circuit breakers that affect procedures or result 

in observable flight deck indications must be properly 

located and functionally accurate. 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 

X X 

2. Programming. 

2.a. ....... The FTD must provide the proper effect of aerodynamic 

changes for the combinations of drag and thrust normally encountered in flight. This must include the effect of change in 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 .........................................................

X X X 

2.b. ....... The FTD must have the computer (analog or digital) 

capability (i.e., capacity, accuracy, resolution, and dynamic response) needed to meet the qualification 

level sought. 

An SOC is required .........................................................

X X X X 


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TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 7 

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 respond 

under the same conditions 

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

motion system and the visual system response must 

not be prior to that time when the helicopter responds and may respond up to 150 milliseconds 

after that time under the same conditions.

• Transport Delay: As an alternative to the Latency requirement, a transport delay objective test may be 

used to demonstrate that the FTD system does not 

exceed the specified limit. The sponsor must measure all the delay encountered by a step signal migrating from the pilot’s control through all the simulation 

software modules in the correct order, using a handshaking protocol, finally through the normal output 

interfaces to the instrument display and, if applicable, 

the motion system, and the visual system.

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

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

helicopter responses. For helicopter response, acceleration in the appropriate, corresponding rotational 

axis is preferred. 

3. Equipment Operation. 

3.a. ....... All relevant instrument indications involved in the simulation of the helicopter must automatically respond 

to control movement or external disturbances to the 

simulated helicopter or set of helicopters; e.g., turbulence or winds 

A X X X 

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

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

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

must be sufficient for the operation being conducted 

X X X X Back-lighted panels and instruments may be installed 

but are not required. 

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

that correspond to the replicated helicopter or set of 

helicopters. Control forces must react in the same 

manner as in the helicopter or set of helicopters 

under the same flight conditions 

X X 

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

of sufficient precision to manually fly an instrument 

approach. The control forces must react in the same 

manner as in the helicopter or set of helicopters 

under the same flight conditions 

X 

4. Instructor or Evaluator Facilities. 


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26728 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 7 

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

seating arrangements for an instructor/check airman 

and FAA Inspector must be available. These seats 

must provide adequate view of crewmember’s 

panel(s) 

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

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

appropriate position. 

4.b. ....... The FTD must have instructor controls that permit activation of normal, abnormal, and emergency conditions, as appropriate. Once activated, proper system 

operation must result from system management by 

the crew and not require input from the instructor 

controls. 

X X X X 

5. Motion System 

5.a. ....... A motion system may be installed in an FTD. If installed, the motion system operation must not be distracting. If a motion system is installed and additional 

training, testing, or checking credits are being sought, 

sensory cues must also be integrated. The motion 

system must respond to abrupt input at the pilot’s position within the allotted time, but not before the time 

when the helicopter responds under the same conditions. The motion system must be measured by latency tests or transport delay tests and may not exceed 150 milliseconds. Instrument response must not 

occur prior to motion onset 

X X X X 

5.b. ....... The FTD must have at least a vibration cueing system 

for characteristic helicopter vibrations noted at the 

pilot station(s) 

X May be accomplished by a ‘‘seat shaker’’ or a bass 

speaker sufficient to provide the necessary cueing. 

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 must respond to abrupt input at the 

pilot’s position. 

An SOC is required .........................................................

X X X 

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

non-collimated display. 

An SOC is required .........................................................

X X X 

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

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

An SOC is required .........................................................

X X X 

6.a.4. .... The visual system must provide for a maximum parallax of 10° per pilot. 

An SOC is required .........................................................

X X X 

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

An SOC is required .........................................................

X X X 

6.a.6. .... The minimum distance from the pilot’s eye position to 

the surface of a direct view display may not be less 

than the distance to any front panel instrument. 

An SOC is required .........................................................

X X X 

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

An SOC is required .........................................................

X X X 


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26729 

TABLE D1A.—MINIMUM FTD REQUIREMENTS—Continued 

QPS requirements Information 

Entry 

No. General FTD requirements 

FTD level 

Notes 

4 5 6 7 

6.b. ....... If a visual system is installed and additional training, 

testing, or checking credits are being sought on the 

basis of having a visual system, 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° simultaneously for each pilot. 

An SOC is required .........................................................

X X X 

6.c. ........ The FTD must provide a continuous visual field-of-view 

of at least 146° horizontally and 36° vertically for 

both pilot seats, 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 horizontal field-of-view capability may be added at the 

sponsor’s discretion provided the minimum field-ofview 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° by 36° (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.

X Optimization of the vertical field-of-view may be considered with respect to the specific helicopter flight deck 

cut-off angle. When considering the installation/use of 

augmented fields of view, as described here, it will 

be the responsibility of the sponsor to meet with the 

NSPM to determine the training, testing, checking, or 

experience tasks for which the augmented field-ofview capability may be critical to that approval. 

7. Sound System 

7.a. ....... The FTD must simulate significant flight deck sounds 

resulting from pilot actions that correspond to those 

heard in the helicopter 

X X 

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. 

TABLE D1B.—MINIMUM FTD REQUIREMENTS

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The FTD must be able to perform the tasks associated 

with the level of qualification sought. 

FTD level 

Notes 

4 5 6 7 

1. Preflight Procedures 

1.a. ...... Preflight Inspection (Flight Deck Only) switches, indicators, systems, and equipment.A A X X 

1.b. ...... APU/Engine start and run-up.

1.b.1. ... Normal start procedures .................................................. A A X X 

1.b.2. ... Alternate start procedures ............................................... A A X X 

1.b.3. ... Abnormal starts and shutdowns (hot start, hung start) ... A A X X 

1.c. ....... Taxiing—Ground .............................................................. X 

1.d. ...... Taxiing—Hover ................................................................ X 


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TABLE D1B.—MINIMUM FTD REQUIREMENTS—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The FTD must be able to perform the tasks associated 

with the level of qualification sought. 

FTD level 

Notes 

4 5 6 7 

1.e. ...... Pre-takeoff Checks .......................................................... A A X X 

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 Failure During Takeoff .................................. X X 

2.d. ...... Rejected Takeoff .............................................................. X 

2.e. ...... Instrument Departure ....................................................... X X 

3. Climb 

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

3.b. ...... Obstacle clearance .......................................................... X 

3.c. ....... Vertical ............................................................................. X X 

3.d. ...... One engine inoperative ................................................... X X 

4. In-flight Maneuvers 

4.a. ...... Turns (timed, normal, steep) ........................................... X X X 

4.b. ...... Powerplant Failure—Multiengine Helicopters .................. X X 

4.c. ....... Powerplant Failure—Single-Engine Helicopters .............. X X 

4.d. ...... Recovery From Unusual Attitudes ................................... X 

4.e. ...... Settling with Power .......................................................... X 

5. Instrument Procedures 

5.a. ...... Instrument Arrival ............................................................. X X 

5.b. ...... Holding ............................................................................. X X 

5.c. ....... Precision Instrument Approach 

5.c.1. .... Normal—All engines operating ........................................ X X X 

5.c.2. .... Manually controlled—One or more engines inoperative X X 

5.d. ...... Non-precision Instrument Approach ................................ X X X 

5.e. ...... Missed Approach. 

5.e.1. ... All engines operating ....................................................... X X 

5.e.2. ... One or more engines inoperative .................................... X X 

5.e.3. ... Stability augmentation system failure .............................. X X 

6. Landings and Approaches to Landings 

6.a. ...... Visual Approaches (normal, steep, shallow) ................... X X X 

6.b. ...... Landings. 


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TABLE D1B.—MINIMUM FTD REQUIREMENTS—Continued 

QPS requirements Information 

Entry 

No. 

Subjective requirements 

The FTD must be able to perform the tasks associated 

with the level of qualification sought. 

FTD level 

Notes 

4 5 6 7 

6.b.1. ... Normal/crosswind. 

6.b.1.a. Running ........................................................................... X 

6.b.1.b. From Hover ...................................................................... X 

6.b.2. ... One or more engines inoperative .................................... X 

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 System(s) ................................................. A A X X 

7.f. ....... Fire Detection and Extinguisher Systems ....................... A A X X 

7.g. ...... Navigation and Aviation Systems .................................... A A X X 

7.h. ...... Automatic Flight Control System, Electronic Flight Instrument System, and Related Subsystems.A A X X 

7.i. ........ Flight Control Systems .................................................... A A X X 

7.j. ........ Anti-ice and Deice Systems ............................................ A A X X 

7.k. ....... Aircraft and Personal Emergency Equipment ................. A A X X 

7.l. ........ Special Missions tasks (e.g., Night Vision goggles, Forward Looking Infrared System, External Loads and as 

listed on the SOQ.).

X 

8. Emergency procedures (as applicable) 

8.a. ...... Emergency Descent ........................................................ X X 

8.b. ...... Inflight Fire and Smoke Removal .................................... X X 

8.c. ....... Emergency Evacuation .................................................... X X 

8.d. ...... Ditching ............................................................................ X 

8.e. ...... Autorotative Landing ........................................................ X 

8.f. ....... Retreating blade stall recovery ........................................ X 

8.g. ...... Mast bumping .................................................................. X 

8.h. ...... Loss of tail rotor effectiveness ......................................... X X 

9. Postflight Procedures 

9.a. ...... After-Landing Procedures ................................................ A A X X 

9.b. ...... Parking and Securing 

9.b.1. ... Rotor brake operation ...................................................... A A X X 

9.b.2. ... Abnormal/emergency procedures .................................... A A 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 FTD and is working properly. 


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26732 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D1C.—TABLE OF FTD SYSTEM TASKS

QPS requirements Information 

Entry 

No. 

Subjective requirements 

In order to be qualified at the FTD qualification level indicated, the FTD 

must be able to perform at least the tasks associate with that level of qualification. 

FTD level 

Notes 

4 5 6 7 

1. Instructor Operating Station (IOS) 

1.a. ...... Power switch(es) ........................................................................................... A X X X 

1.b. ...... Helicopter conditions ..................................................................................... A A X X e.g., GW, CG, Fuel loading, Systems, Ground. Crew. 

1.c. ....... Airports/Heliports/Helicopter Landing Areas .................................................. A X X X e.g., Selection, Surface, Presets, 

Lighting controls. 

1.d. ...... Environmental controls .................................................................................. A X X X e.g., Temp and Wind. 

1.e. ...... Helicopter system malfunctions (Insertion/deletion) ...................................... A A X X 

1.f. ....... Locks, Freezes, and Repositioning (as appropriate) .................................... A X X X 

1.g. ...... Sound Controls. (On/off/adjustment) ............................................................. X X X 

1.h. ...... Motion/Control Loading System, as appropriate. On/off/emergency stop .... A X X 

2. Observer Seats/Stations 

2.a. ...... Position/Adjustment/Positive restraint system ............................................... A X X X 

Note: An ‘‘A’’ in the table indicates that the system, task, or procedure may be examined if the appropriate simulator system or control is in the 

FTD and is working properly. 

Attachment 2 to Appendix D to Part 60—

Flight Training Device (FTD) Objective Tests 

lllllllllllllllllllll

Begin Information 

1. Discussion 

a. If relevant winds are present in the 

objective data, the wind vector (magnitude 

and direction) should be 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 of this part, Attachment 

2, Table C2A, and the objective tests in 

Appendix D of this part, 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 

lllllllllllllllllllll

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 § 60.13, and in Appendix B of 

this part. The results must be produced on 

an appropriate recording device acceptable to 

the NSPM and must include FTD number, 

date, time, conditions, tolerances, and 

appropriate dependent variables portrayed in 

comparison to the validation data. Time 

histories are required unless otherwise 

indicated in Table D2A. All results must be 

labeled using the tolerances and units given. 

b. Table D2A in this attachment sets out 

the test results required, including the 

parameters, tolerances, and flight conditions 

for FTD validation. Tolerances are provided 

for the listed tests because mathematical 

modeling and acquisition and development 

of reference data are often inexact. All 

tolerances listed in the following tables are 

applied to FTD performance. When two 

tolerance values are given for a parameter, 

the less restrictive may be used unless 

otherwise indicated. In those cases where a 

tolerance is expressed only as a percentage, 

the tolerance percentage applies to the 

maximum value of that parameter within its 

normal operating range as measured from the 

neutral or zero position unless otherwise 

indicated. 

c. Certain tests included in this attachment 

must be supported with an 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. 


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26733 

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. 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. 

i. Tests of handling qualities must include 

validation of augmentation devices. FTDs for 

highly augmented helicopters will be 

validated both in the unaugmented 

configuration (or failure state with the 

maximum permitted degradation in handling 

qualities) and the augmented configuration. 

Where various levels of handling qualities 

result from failure states, validation of the 

effect of the failure is necessary. For those 

performance and static handling qualities 

tests where the primary concern is control 

position in the unaugmented configuration, 

unaugmented data are not required if the 

design of the system precludes any affect on 

control position. In those instances where the 

unaugmented helicopter response is 

divergent and non-repeatable, it may not be 

feasible to meet the specified tolerances. 

Alternative requirements for testing will be 

mutually agreed upon by the sponsor and the 

NSPM on a case-by-case basis. 

j. 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. 

k. In cases where light-class helicopters are 

being simulated, prior coordination with the 

NSPM on acceptable weight ranges is 

required. The terms ‘‘light,’’ ‘‘medium,’’ and 

‘‘near maximum,’’ may not be appropriate for 

the simulation of light-class helicopters. 

End QPS Requirements 

lllllllllllllllllllll

Begin Information 

l. 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. 

m. Refer to AC 120–27, Aircraft Weight and 

Balance; and FAA–H–8083–1, Aircraft 

Weight and Balance Handbook, for more 

information. 

End Information 

lllllllllllllllllllll

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

1. Performance 

1.a. ..................... Engine Assessment. 

1.a.1. .................. Start Operations. 

1.a.1.a. ............... Engine start and 

acceleration 

(transient).

Light Off Time—

±10% or ±1 sec. 

Torque—±5% 

Rotor Speed—

±3% Fuel Flow—

±10% Gas Generator Speed—±5% 

Power Turbine 

Speed—±5% Gas 

Turbine Temp.—

±30°C.

Ground with the 

Rotor Brake 

Used and Not 

Used.

Record each engine 

start from the initiation 

of the start sequence 

to steady state idle 

and from steady state 

idle to operating RPM.

X X 

1.a.1.b. ............... Steady State 

Idle and Operating RPM 

conditions.

Torque—±3% Rotor 

Speed—±1.5% 

Fuel Flow—±5% 

Gas Generator 

Speed—±2% 

Power Turbine 

Speed—±2% Turbine Gas Temp.—

±20°C.

Ground ............. Record both steady 

state idle and operating RPM conditions. 

May be a series of 

snapshot tests.

X X X 


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26734 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

1.a.2. .................. Power Turbine 

Speed Trim.

±10% of total change 

of power turbine 

speed; or ±0.5% 

change of rotor 

speed.

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

to trim system actuation in both directions.

X X 

1.a.3. .................. Engine and 

Rotor Speed 

Governing.

Torque—±5% Rotor 

Speed—±1.5%.

Climb Descent Record results using a 

step input to the collective. May be conducted concurrently 

with climb and descent performance 

tests.

X X 

1.b. ..................... Reserved. 

1.c. ...................... Takeoff. 

1.c.1. ................... All Engines ....... Airspeed—±3 kt, Altitude—±20 ft (6.1 

m) Torque—±3%, 

Rotor Speed—

±1.5%, Vertical 

Velocity—±100 

fpm (0.50 m/sec) 

or 10%, Pitch Attitude—±1.5°, Bank 

Attitude—±2°, 

Heading—±2°, 

Longitudinal Control Position—

±10%, Lateral 

Control Position—

±10%, Directional 

Control Position—

±10%, Collective 

Control Position—

±10%.

Ground/Takeoff 

and Initial 

Segment of 

Climb.

Record results of takeoff 

flight path (running 

takeoff and takeoff 

from a hover). The criteria apply only to 

those segments at airspeeds above effective translational lift. 

Results must be recorded from the initiation of the takeoff to 

at least 200 ft (61 m) 

AGL.

X 

1.c.2. through 

1.c.3.

Reserved. 

1.d. ..................... Hover. 

Performance .... Torque—±3%, Pitch 

Attitude—±1.5°, 

Bank Attitude—

±1.5°, Longitudinal 

Control Position—

±5%, Lateral Control Position—±5%, 

Directional Control 

Position—±5%, 

Collective Control 

Position—±5%.

In Ground Effect 

(IGE); and 

Out of 

Ground Effect 

(OGE).

Record results for light 

and heavy gross 

weights. May be a series of snapshot tests.

X 

1.e. ..................... Vertical Climb. 

Performance .... Vertical Velocity—

±100 fpm (0.50 m/ 

sec) or ±10%, Directional Control 

Position—±5%, 

Collective Control 

Position—±5%.

From OGE 

Hover.

Record results for light 

and heavy gross 

weights. May be a series of snapshot tests.

X 

1.f. ...................... Level Flight. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26735 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

Performance 

and Trimmed 

Flight Control 

Positions.

Torque—±3% Pitch 

Attitude—±1.5° 

Sideslip Angle—

±2° Longitudinal 

Control Position—

±5% Lateral Control Position—±5% 

Directional Control 

Position—±5% 

Collective Control 

Position—±5%.

Cruise (Augmentation On 

and Off).

Record results for two 

gross weight and CG 

combinations with 

varying trim speeds 

throughout the airspeed envelope. May 

be a series of snapshot tests.

X X X This test validates 

performance at 

speeds above 

maximum endurance airspeed. 

1.g. ..................... Climb. 

Performance 

and Trimmed 

Flight Control 

Positions.

Vertical Velocity—

±100 fpm (61 m/ 

sec) or ±10% Pitch 

Attitude—±1.5° 

Sideslip Angle—

±2° Longitudinal 

Control Position—

±5% Lateral Control Position—±5% 

Directional Control 

Position—±5% 

Collective Control 

Position—±5%.

All engines operating.

One engine inoperative.

Augmentation 

System(s) On 

and Off.

Record results for two 

gross weight and CG 

combinations. The 

data presented must 

be for normal climb 

power conditions. May 

be a series of snapshot tests.

X X X 

1.h. ..................... Descent. 

1.h.1. .................. Descent Performance and 

Trimmed 

Flight Control 

Positions.

Torque—±3% Pitch 

Attitude—±1.5° 

Sideslip Angle—

±2° Longitudinal 

Control Position—

±5% Lateral Control Position—±5% 

Directional Control 

Position—±5% 

Collective Control 

Position—±5%.

At or near 1,000 

fpm (5 m/sec) 

rate of descent (RoD) 

at normal approach speed.

Augmentation 

System(s) On 

and Off.

Record results for two 

gross weight and CG 

combinations. May be 

a series of snapshot 

tests.

X X X 

1.h.2. .................. Autorotation 

Performance 

and Trimmed 

Flight Control 

Positions.

Pitch Attitude—±1.5° 

Sideslip Angle—

±2° Longitudinal 

Control Position—

±5% Lateral Control Position—±5% 

Directional Control 

Position—±5% 

Collective Control 

Position—±5%.

Steady descents. Augmentation 

System(s) On 

and Off.

Record results for two 

gross weight conditions. Data must be 

recorded for normal 

operating RPM. (Rotor 

speed tolerance applies only if collective 

control position is full 

down.) Data must be 

recorded for speeds 

from 50 kts, ±5 kts 

through at least maximum glide distance 

airspeed. May be a 

series of snapshot 

tests.

X X X 

1.i. ....................... Autorotation. 


sroberts on PROD1PC70 with RULES
26736 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

Entry ................. Rotor Speed—±3% 

Pitch Attitude ±2° 

Roll Attitude—±3° 

Yaw Attitude—±5° 

Airspeed—±5 kts. 

Vertical Velocity—

±200 fpm (1.00 m/ 

sec) or 10%.

Cruise; or Climb Record results of a rapid 

throttle reduction to 

idle. If accomplished 

in cruise, results must 

be for the maximum 

range airspeed. If accomplished in climb, 

results must be for the 

maximum rate of 

climb airspeed at or 

near maximum continuous power.

X X 

1.j. ....................... Landing. 

1.j.1. .................... All Engines ....... Airspeed—±3 kts, Altitude—±20 ft (6.1 

m) Torque—±3%, 

Rotor Speed—

±1.5%, Pitch Attitude—±1.5°, Bank 

Attitude—±1.5°, 

Heading—±2°, 

Longitudinal Control Position—

±10%, Lateral 

Control Position—

±10%, Directional 

Control Position—

±10%, Collective 

Control Position—

±10%.

Approach .......... Record results of the 

approach and landing 

profile (running landing or approach to a 

hover). The criteria 

apply only to those 

segments at airspeeds above effective translational lift. 

Record the results 

from 200 ft AGL (61 

m) to the landing or to 

where the hover is established prior to landing.

X 

1.j.2. through 

1.j.3.

Reserved. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26737 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

1.j.4. .................... Autorotational 

Landing.

Torque—±3%, Rotor 

Speed—±3%, 

Vertical Velocity—

±100 fpm (0.50 m/ 

sec) or 10%, Pitch 

Attitude—±2°, 

Bank Attitude—

±2°, Heading—±5°, 

Longitudinal Control Position—

±10%, Lateral 

Control Position—

±10%, Directional 

Control Position—

±10%, Collective 

Control Position—

±10%.

Landing ............ Record the results of an 

autorotational deceleration and landing 

from a stabilized 

autorotational descent, to touch down.

X If flight test data containing all required 

parameters for a 

complete power-off 

landing is not 

available from the 

aircraft manufacturer for this test, 

and other qualified 

flight test personnel are not 

available to acquire this data, the 

sponsor must coordinate with the 

NSPM to determine if it would be 

appropriate to accept alternative 

testing means. Alternative approaches to this 

data acquisition 

that may be acceptable are: (1) A 

simulated 

autorotational flare 

and reduction of 

rate of descent 

(ROD) at altitude; 

or (2) a power-on 

termination following an 

autorotational approach and flare. 

2. Handling Qualities 

2.a. ..................... Control System 

Mechanical 

Characteristics.

Contact the NSPM 

for clarification of 

any issue regarding helicopters with 

reversible controls.

2.a.1. .................. Cyclic ............... Breakout—±0.25 lbs 

(0.112 daN) or 

25%. Force—±1.0 

lb (0.224 daN) or 

10%.

Ground; Static 

conditions. 

Trim On and 

Off. Friction 

Off. Augmentation On 

and Off.

Record results for an 

uninterrupted control 

sweep to the stops. 

(This test does not 

apply if aircraft hardware modular controllers are used.).

X X X 

2.a.2. .................. Collective and 

Pedals.

Breakout—±0.5 lb 

(0.224 daN) or 

25%. Force—±1.0 

lb (0.224 daN) or 

10%.

Ground; Static 

conditions. 

Trim On and 

Off. Friction 

Off. Augmentation On 

and Off.

Record results for an 

uninterrupted control 

sweep to the stops.

X X X 

2.a.3. .................. Brake Pedal 

Force vs. Position.

±5 lbs (2.224 daN) or 

10%.

Ground; Static 

conditions.

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


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26738 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

2.a.4. .................. Trim System 

Rate (all applicable systems).

Rate—±10% ............. Ground; Static 

conditions. 

Trim On. Friction Off.

The tolerance applies to 

the recorded value of 

the trim rate.

X X X 

2.a.5. .................. Control Dynamics (all axes).±10% of time for first 

zero crossing and 

±10 (N+1)% of period thereafter. 

±10% of amplitude 

of first overshoot. 

±20% of amplitude 

of 2nd and subsequent overshoots 

greater than 5% of 

initial displacement. ±1 overshoot.

Hover/Cruise 

Trim On Friction Off.

Results must be recorded for a normal 

control displacement 

in both directions in 

each axis, using 25% 

to 50% of full throw.

X X Control Dynamics for 

irreversible control 

systems may be 

evaluated in a 

ground/static condition. Refer to 

paragraph 3 of this 

attachment for additional information. ‘‘N’’ is the sequential period of 

a full cycle of oscillation. 

2.a.6. .................. Freeplay ........... ±0.10 in. (±2.5 mm) Ground; Static 

conditions.

Record and compare results for all controls.X X X 

2.b. ..................... Low Airspeed Handling Qualities. 

2.b.1. .................. Trimmed Flight 

Control Positions.

Torque ±3% Pitch 

Attitude ±1.5° 

Bank Attitude ±2° 

Longitudinal Control Position ±5% 

Lateral Control Position ±5% Directional Control Position ±5% Collective 

Control Position 

±5%.

Translational 

Flight IGE—

Sideward, 

rearward, and 

forward flight. 

Augmentation 

On and Off.

Record results for several airspeed increments to the 

translational airspeed 

limits and for 45 kts. 

forward airspeed. May 

be a series of snapshot tests.

X 

2.b.2. .................. Critical Azimuth Torque ±3% Pitch 

Attitude ±1.5°, 

Bank Attitude ±2°, 

Longitudinal Control Position ±5%, 

Lateral Control Position ±5%, Directional Control Position ±5%, Collective Control Position ±5%.

Stationary 

Hover. Augmentation On 

and Off.

Record results for three 

relative wind directions (including the 

most critical case) in 

the critical quadrant. 

May be a series of 

snapshot tests.

X 

2.b.3. .................. Control Response. 

2.b.3.a. ............... Longitudinal ...... Pitch Rate—±10% or 

±2°/sec. Pitch Attitude Change—

±10% or 1.5°.

Hover. Augmentation On 

and Off.

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

This test must be conducted in a hover, in 

ground effect, without 

entering translational 

flight.

X This is a ‘‘short time’’

test. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26739 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

2.b.3.b. ............... Lateral .............. Roll Rate—±10% or 

±3°/sec. Roll Attitude Change—

±10% or ±3°.

Hover Augmentation On 

and Off.

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases.

X This is a ‘‘short time’’

test conducted in a 

hover, in ground 

effect, without entering translational 

flight, to provide 

better visual reference. 

2.b.3.c. ................ Directional ........ Yaw Rate—±10% or 

±2°/sec. Heading 

Change—±10% or 

±2°.

Hover Augmentation On 

and Off.

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases. 

This test must be conducted in a hover, in 

ground effect, without 

entering translational 

flight.

X This is a ‘‘short time’’

test. 

2.b.3.d. ............... Vertical ............. Normal Acceleration 

±0.1g.

Hover Augmentation On 

and Off.

Record results for a step 

control input. The Offaxis response must 

show correct trend for 

unaugmented cases.

X 

2.c. ...................... Longitudinal Handling Qualities. 

2.c.1. ................... Control Response.Pitch Rate—±10% or 

±2°/sec. Pitch Attitude Change—

±10% or ±1.5°.

Cruise Augmentation On 

and Off.

Results must be recorded for two cruise 

airspeeds to include 

minimum power required speed. Record 

data for a step control 

input. The Off-axis response must show 

correct trend for unaugmented cases.

X X X 

2.c.2. ................... Static Stability .. Longitudinal Control 

Position: ±10% of 

change from trim 

or ±0.25 in. (6.3 

mm) or Longitudinal Control 

Force: ±0.5 lb. 

(0.223 daN) or 

±10%.

Cruise or Climb. 

Autorotation. 

Augmentation 

On and Off.

Record results for a 

minimum of two 

speeds on each side 

of the trim speed. May 

be a series of snapshot tests.

X X X 

2.c.3. ................... Dynamic Stability. 


sroberts on PROD1PC70 with RULES
26740 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

2.c.3.a. ................ Long Term Response.±10% of calculated 

period. ±10% of 

time to 1⁄2 or double amplitude, or 

±0.02 of damping 

ratio. For non-periodic responses, 

the time history 

must be matched 

within ±3° pitch; 

and ±5 kts airspeed over a 20 

sec period following release of 

the controls.

Cruise Augmentation On 

and Off.

Record results for three 

full cycles (6 overshoots after input 

completed) or that 

sufficient to determine 

time to 1⁄2 or double 

amplitude, whichever 

is less. For non-periodic responses, the 

test may be terminated prior to 20 sec 

if the test pilot determines that the results 

are 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.

X X X The response for 

certain helicopters 

may be 

unrepeatable 

throughout the 

stated time. In 

these cases, the 

test should show 

at least that a divergence is identifiable. For example: Displacing the 

cyclic for a given 

time normally excites this test or 

until a given pitch 

attitude is 

achieved and then 

return the cyclic to 

the original position. For non-periodic responses, results should show 

the same convergent or divergent 

character as the 

flight test data. 

2.c.3.b. ................ Short Term Response.±1.5° Pitch or ±2°/ 

sec. Pitch Rate. 

±0.1 g Normal Acceleration.

Cruise or Climb. 

Augmentation 

On and Off.

Record results for at 

least two airspeeds.

X X A control doublet inserted at the natural frequency of 

the aircraft normally excites this 

test. However, 

while input 

doublets are preferred over pulse 

inputs for Augmentation-Off 

tests, for Augmentation-On 

cases, when the 

short term response exhibits 

1st-order or deadbeat characteristics, longitudinal 

pulse inputs may 

produce a more 

coherent response. 

2.c.4. ................... Maneuvering 

Stability.

Longitudinal Control 

Position—±10% of 

change from trim 

or ±0.25 in. (6.3 

mm) or Longitudinal Control 

Forces—±0.5 lb. 

(0.223 daN) or 

±10%.

Cruise or Climb. 

Augmentation 

On and Off.

Record results for at 

least two airspeeds at 

30°–45° bank angle. 

The force may be 

shown as a cross plot 

for irreversible systems. May be a series 

of snapshot tests.

X X 

2.d. ..................... Lateral and Directional Handling Qualities. 


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26741 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

2.d.1. .................. Control Response. 

2.d.1.a. ............... Lateral .............. Roll Rate—±10% or 

±3°/sec. Roll Attitude Change—

±10% or ±3°.

Cruise Augmentation On 

and Offd.

Record results for at 

least two airspeeds, 

including the speed at 

or near the minimum 

power required airspeed. Record results 

for a step control 

input. The Off-axis response must show 

correct trend for unaugmented cases.

X X X 

2.d.1.b. ............... Directional ........ Yaw Rate—±10% or 

±2°/sec. Yaw Attitude Change—

±10% or ±2°.

Cruise Augmentation On 

and Off.

Record data for at least 

two Airspeeds, including the speed at or 

near the minimum 

power required airspeed. Record results 

for a step control 

input. The Off-axis response must show 

correct trend for unaugmented cases.

X X X 

2.d.2. .................. Directional Static Stability.Lateral Control Position—±10% of 

change from trim 

or ±0.25 in. (6.3 

mm) or Lateral 

Control Force—

±0.5 lb. (0.223 

daN) or 10%. Roll 

Attitude—±1.5 Directional Control 

Position—±10% of 

change from trim 

or ±0.25 in. (6.3 

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%.

Cruise; or Climb 

(may use Descent instead 

of Climb if desired) Augmentation On 

and Off.

Record results for at 

least two sideslip angles on either side of 

the trim point. The 

force may be shown 

as a cross plot for irreversible systems. 

May be a series of 

snapshot tests.

X X X This is a steady 

heading sideslip 

test at a fixed collective position. 

2.d.3. .................. Dynamic Lateral and Directional Stability. 


sroberts on PROD1PC70 with RULES
26742 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

2.d.3.a. ............... Lateral-Directional Oscillations.±0.5 sec. or ±10% of 

period. ±10% of 

time to 1⁄2 or double amplitude or 

±0.02 of damping 

ratio. ±20% or ±1 

sec of time difference between 

peaks of bank and 

sideslip. For nonperiodic responses, the time 

history must be 

matched within 

±10 knots Airspeed; ±5°/s Roll 

Rate or ±5° Roll 

Attitude; ±4°/s Yaw 

Rate or ±4° Yaw 

Angle over a 20 

sec period roll 

angle following release of the controls.

Cruise or Climb 

Augmentation 

On and Off.

Record results for at 

least two airspeeds. 

The test must be initiated with a cyclic or a 

pedal doublet input. 

Record results for six 

full cycles (12 overshoots after input 

completed) or that 

sufficient to determine 

time to 1⁄2 or double 

amplitude, whichever 

is less. The test may 

be terminated prior to 

20 sec if the test pilot 

determines that the 

results are becoming 

uncontrollably divergent.

X X X 

2.d.3.b. ............... Spiral Stability .. ±2° or ±10% roll 

angle.

Cruise or Climb. 

Augmentation 

On and Off.

Record the results of a 

release from 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.

X X X 

2.d.3.c. ................ Adverse/ 

Proverse Yaw.

Correct Trend, ±2° 

transient sideslip 

angle.

Cruise or Climb. 

Augmentation 

On and Off.

Record the time history 

of initial entry into cyclic only turns, using 

only a moderate rate 

for cyclic input. Results must be recorded for turns in 

both directions.

X X X 

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) 

after helicopter response.

Takeoff, climb, 

and descent.

One test is required in 

each axis (pitch, roll 

and yaw) for each of 

the three conditions 

(take-off, cruise, and 

approach or landing).

X 

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


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Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26743 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

150 ms (or less) 

after controller 

movement.

N/A ................... A separate test is required in each axis 

(pitch, roll, and yaw).

X 

4.b. ..................... Field-of-view. 

4.b.1. .................. Reserved. 

4.b.2. .................. Continuous visual field-ofview.Minimum continuous 

field-of-view providing 146° horizontal and 36° 

vertical field-ofview for each pilot 

simultaneously and 

any geometric 

error between the 

Image Generator 

eye point and the 

pilot eye point is 8° 

or less.

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

must explain the geometry of the installation. Horizontal fieldof-view must not be 

less than a total of 

146° (including not 

less than 73° measured either side of the 

center of the design 

eye point). Additional 

horizontal field-of-view 

capability may be 

added at the sponsor’s discretion provided the minimum 

field-of-view is retained. Vertical fieldof-view: Not less than 

a total of 36° measured from the pilot’s 

and co-pilot’s eye 

point.

X Horizontal field-ofview is centered 

on the zero degree 

azimuth line relative to the aircraft 

fuselage. 

4.b.3. .................. Reserved. 

4.c. ...................... Surface contrast 

ratio.

Not less than 5:1 ..... N/A ................... The ratio is calculated 

by dividing the brightness level of the center, bright square (providing at least 2 footlamberts or 7 cd/m2) 

by the brightness level 

of any adjacent dark 

square.

X Measurements may 

be made using a 

1° spot photometer 

and a raster drawn 

test pattern filling 

the entire visual 

scene (all channels) with a test 

pattern of black 

and white squares, 

5 per square, with 

a white square in 

the center of each 

channel. During 

contrast ratio testing, simulator aftcab and flight deck 

ambient light levels 

should be zero. 


sroberts on PROD1PC70 with RULES
26744 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

4.d. ..................... Highlight brightness.Not less than three 

(3) foot-lamberts 

(10 cd/m2).

N/A ................... Measure the brightness 

of the center white 

square while superimposing a highlight 

on that white square. 

The use of calligraphic capabilities to 

enhance the raster 

brightness is acceptable, but measuring 

light points is not acceptable.

X Measurements may 

be made using a 

1° spot photometer 

and a raster drawn 

test pattern filling 

the entire visual 

scene (all channels) with a test 

pattern of black 

and white squares, 

5 per square, with 

a white square in 

the center of each 

channel. 

4.e. ..................... Surface resolution.Not greater than two 

(2) arc minutes.

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

must include the relevant calculations.

X When the eye is positioned on a 3° 

glide slope at the 

slant range distances indicated 

with white runway 

markings on a 

black runway surface, the eye will 

subtend two (2) 

arc minutes: (1) A 

slant range of 

6,876 ft with 

stripes 150 ft long 

and 16 ft wide, 

spaced 4 ft apart. 

(2) For Configuration A; a slant 

range of 5,157 feet 

with stripes 150 ft 

long and 12 ft 

wide, spaced 3 ft 

apart. (3) For Configuration B; a 

slant range of 

9,884 feet, with 

stripes 150 ft long 

and 5.75 ft wide, 

spaced 5.75 ft 

apart. 

4.f. ...................... Light point size Not greater than five 

(5) arc-minutes.

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

must include the relevant calculations.

X Light point size may 

be measured using 

a test pattern consisting of a centrally located single 

row of light points 

reduced in length 

until modulation is 

just discernible in 

each visual channel. A row of 48 

lights will form a 4° 

angle or less. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26745 

TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

4.g. ..................... Light point contrast ratio................................... .......................... ........................................ A 1° spot photometer 

may be used to 

measure a square 

of at least 1° filled 

with light points 

(where light point 

modulation is just 

discernible) and 

compare the results to the measured adjacent 

background. During contrast ratio 

testing, simulator 

aft-cab and flight 

deck ambient light 

levels should be 

zero. 

4.g.1. .................. Reserved. 

4.g.2. .................. .......................... Not less than 25:1 ... N/A ................... An SOC is required and 

must include the relevant calculations.

X 

4.h. ..................... Visual ground segment. 


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TABLE D2A.—FLIGHT TRAINING DEVICE (FTD) OBJECTIVE TESTS—Continued 

QPS requirements Information 

Test 

Tolerances Flight conditions Test details 

FTD level 

Notes 

Entry No. Title 5 6 7 

The visible segment 

in the simulator 

must be within 

20% of the segment computed to 

be visible from the 

helicopter flight 

deck. The tolerance(s) may be 

applied at either 

end or at both 

ends of the displayed segment. 

However, lights 

and ground objects 

computed to be 

visible from the 

helicopter flight 

deck at the near 

end of the visible 

segment must be 

visible in the simulator.

Landing configuration, 

trimmed for 

appropriate 

airspeed, at 

100 ft (30m) 

above the 

touchdown 

zone, on glide 

slope with an 

RVR value 

set at 1,200 ft 

(350m).

The QTG must contain 

relevant calculations 

and a drawing showing the data used to 

establish the helicopter location and 

the segment of the 

ground that is visible 

considering design 

eyepoint, helicopter 

attitude, flight deck 

cut-off angle, and a 

visibility of 1200 ft 

(350 m) RVR. Simulator performance 

must be measured 

against the QTG calculations. The data 

submitted 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.

X Pre-position for this 

test is encouraged, 

but may be 

achieved via manual or autopilot 

control to the desired position. 

5. Reserved 


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lllllllllllllllllllll

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. Compliance with this 

requirement is determined by comparing a 

recording of the control feel dynamics of the 

FFS to actual helicopter measurements in the 

hover and cruise configurations. 

(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. The procedure should be 

accomplished in the hover and cruise flight 

conditions and configurations. Proper pitotstatic 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 satisfies 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

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BILLING CODE 4910–13–C 


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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 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, 

Entries 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 

lllllllllllllllllllll

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. 

4. For Additional Information on the 

Following Topics, Please Refer to Appendix 

C of This Part, 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 15. 

• Continuing Qualification Evaluation 

Validation Data Presentation, paragraph 16. 

End Information 

lllllllllllllllllllll

Attachment 3 to Appendix D to Part 60—

FLIGHT TRAINING DEVICE (FTD) 

SUBJECTIVE EVALUATION 

lllllllllllllllllllll

Begin QPS Requirements 

1. Requirements 

a. Except for special use airport models, all 

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 or 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 the airport 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 airport models classified as 

Class I, Class II, or Class III may be used by 

the instructor or evaluator. Detailed 

descriptions/definitions of these 

classifications are found in Appendix F of 

this part. 

d. When a person sponsors an FTD 

maintained by a person other than a U.S. 

certificate holder, the sponsor is accountable 

for that FTD 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, and the method used for keeping 

instructors and evaluators apprised of the 

airport models that meet Class II or Class III 

requirements on any given simulator is at the 

option of the sponsor, but the method used 

must be available for review by the TPAA. 

f. When an airport model represents a real 

world airport 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 in 

paragraph 1.g., of this section), an update to 

that 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 90 days of the opening for use of the 

new airport runway, runway extension, new 

airport taxiway, or taxiway extension; or 

within 90 days of the closure of the runway 

or taxiway. 

(2) For a new or modified approach light 

system—within 45 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 180 

days 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 or has an objection to what 

must be updated in the specific airport model 

requirement, the sponsor must provide a 

written extension request to the NPSM 

stating the reason for the update delay and 

a proposed completion date or provide an 

explanation for the objection, explaining why 

the identified airport change will not have an 

impact on flight training, testing, or checking. 

A copy of this request or objection must also 

be sent to the POI/TCPM. The NSPM will 

send the official response to the sponsor and 

a copy to the POI/TCPM; however, if there 

is an objection, after consultation with the 

appropriate POI/TCPM regarding the 

training, testing, or checking impact, the 

NSPM will send the official response to the 

sponsor and a copy to the POI/TCPM. 

h. Examples of situations that may warrant 

Class_III model designation by the TPAA 

include the following: 

(a) Training, testing, or checking on very 

low visibility operations, including SMGCS 

operations. 

(b) Instrument operations training 

(including instrument takeoff, departure, 

arrival, approach, and missed approach 

training, testing, or checking) using—

(i) A specific model that has been 

geographically ‘‘moved’’ to a different 

location and aligned with an instrument 

procedure for another airport. 

(ii) A model that does not match changes 

made at the real-world airport (or landing 

area for helicopters) being modeled. 

(iii) A model generated with an ‘‘off-board’’

or an ‘‘on-board’’ model development tool 

(by providing proper latitude/longitude 

reference; correct runway or landing area 

orientation, length, width, marking, and 

lighting information; and appropriate 

adjacent taxiway location) to generate a 

facsimile of a real world airport or landing 

area. 

These airport models may be accepted by 

the TPAA without individual observation 

provided the sponsor provides the TPAA 

with an acceptable description of the process 

for determining the acceptability of a specific 

airport model, outlines the conditions under 

which such an airport model may be used, 

and adequately describes what restrictions 

will be applied to each resulting airport or 

landing area model. 

End QPS Requirements 

lllllllllllllllllllll

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 


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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 approved by the TPAA. 

All items in the following paragraphs are 

subject to an examination of function. 

b. The List of Operations Tasks in Table 

D3A 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 

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 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 

FTD/visual media to provide an adequate 

environment in which the required SKAs are 

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 

lllllllllllllllllllll

TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. 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 (listed on the SOQ). 

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. 


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TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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. 

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 (listed on the SOQ). 

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 (listed on the SOQ). 

3. Climb 

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

3.b. ................ Obstacle clearance. 

3.c. ................ Vertical. 

3.d. ................ One engine inoperative. 

3.e. ................ Other (listed on the SOQ). 

4. Inflight Maneuvers 

4.a. ................ Performance. 

4.b. ................ Flying qualities. 

4.c. ................ Turns. 

4.c.1. ............. Timed. 


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TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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. 

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. .............. Inflight 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 (listed on the SOQ). 

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 (listed on the SOQ). 

5.d. ................ Non-precision Instrument Approach. 

5.d.1. ............. Normal—All engines operating. 

5.d.2. ............. One or more engines inoperative. 


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TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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. 

5.d.3.f. ........... Other (listed on the SOQ). 

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 (listed on the SOQ). 

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 (listed on the SOQ). 

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 powerplant. 

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. 


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TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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. 

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 (listed on the SOQ). 

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 (listed on the SOQ). 

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 (listed on the SOQ). 

9. Postflight Procedures 

9.a. ................ After-Landing Procedures. 

9.b. ................ Parking and Securing. 

9.b.1. ............. Engine and systems operation. 


sroberts on PROD1PC70 with RULES
Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 26755 

TABLE D3A.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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. 

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. 


sroberts on PROD1PC70 with RULES
26756 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS AIRPORT OR LANDING AREA CONTENT REQUIREMENTS FOR

QUALIFICATION AT LEVEL 7 FTD 

QPS requirements 

Entry No. Operations tasks 

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 FTDs. 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 Level 7 FTDs. 

1.a. ................ A minimum of one (1) representative airport and one (1) representative helicopter landing area model. 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 SOQ. 

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° 

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. 


sroberts on PROD1PC70 with RULES
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TABLE D3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS AIRPORT OR LANDING AREA CONTENT REQUIREMENTS FOR

QUALIFICATION AT LEVEL 7 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

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 5 sm (8 km) of the threshold. 

3.d. ................ For runways: Runway threshold lights and touchdown zone from 2 sm (3 km). 

3.e. ................ 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.f. ................. For circling approaches: The runway of intended landing and associated lighting must fade into view in a non-distracting manner. 

3.g. ................ For helicopter landing areas: Landing direction lights and raised FATO lights from 1 sm (1.5 km). 

3.h. ................ For helicopter landing areas: Flush mounted FATO lights, TLOF 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 SOQ (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 developed using airport pictures, construction 

drawings and maps, or other similar data, or developed in accordance with published regulatory material; however, this does 

not require that such models contain details that are beyond the design capability of the currently qualified visual system. 

Only one ‘‘primary’’ taxi route from parking to the runway end or helicopter takeoff/landing area will be required for each ‘‘inuse’’ runway or helicopter takeoff/landing area. 

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 TLOF, 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, TLOF, 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 appropriate for the model used. 

4.f. ................. Required visual model correlation with other aspects of the airport or helicopter landing environment simulation: 


sroberts on PROD1PC70 with RULES
26758 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D3B.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS AIRPORT OR LANDING AREA CONTENT REQUIREMENTS FOR

QUALIFICATION AT LEVEL 7 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

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. 

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 installed (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)—taxi and landing light lobes (including independent operation, if appropriate). 

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 must be free from distracting jitter, smearing and 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 ‘‘inuse’’ 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 


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TABLE D3C.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD VISUAL REQUIREMENTS ADDITIONAL VISUAL

MODELS BEYOND MINIMUM REQUIRED FOR QUALIFICATION CLASS II AIRPORT OR HELICOPTER LANDING AREA MODELS

QPS requirements 

Entry No. Operations tasks 

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. 

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° 

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 5 sm (8 km) of the threshold. 

2.a.4. ............. Threshold lights and touchdown zone lights from 2 sm (3 km). 

2.a.5. ............. Markings within range of landing lights for night/twilight (dusk) scenes and as required by the surface resolution test on daylight 

scenes. 

2.a.6. ............. 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 developed using airport pictures, 

construction drawings and maps, or other similar data, or developed 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. Only one ‘‘primary’’ taxi route from parking to the runway 

end or helicopter takeoff/landing area will be required for each ‘‘in-use’’ runway or helicopter takeoff/landing area. 

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. 


sroberts on PROD1PC70 with RULES
26760 Federal Register / Vol. 73, No. 91 / Friday, May 9, 2008 / Rules and Regulations 

TABLE D3C.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 7 FTD VISUAL REQUIREMENTS ADDITIONAL VISUAL

MODELS BEYOND MINIMUM REQUIRED FOR QUALIFICATION CLASS II AIRPORT OR HELICOPTER LANDING AREA MODELS—Continued 

QPS requirements 

Entry No. Operations tasks 

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: 

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, if depicted in the visual scene, 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 and distracting 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 

QPS requirements 

Entry No. 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. 


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TABLE D3D.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

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. 

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: 


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TABLE D3D.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

5.b.4. ............. PAR. 

5.b.5. ............. ILS. 

5.b.6. ............. Manual (raw data). 

5.b.7. ............. Flight director only. 

5.b.8. ............. Autopilot* and flight director (if appropriate) coupled. 

5.c. ................ Non-precision Instrument Approach. 

5.c. ................ Normal—All engines operating. 

5.c. ................ One or more engines inoperative. 

5.c. ................ Approach procedures: 

5.c.1. ............. NDB. 

5.c.2. ............. VOR, RNAV, TACAN, GPS. 

5.c.3. ............. ASR. 

5.c.4. ............. Helicopter only. 

5.d. ................ Missed Approach. 

5.d.1. ............. All engines operating. 

5.d.2. ............. One or more engines inoperative. 

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). 


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TABLE D3D.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

6.b.1. ............. Airborne radar. 

6.b.2. ............. Automatic landing aids. 

6.b.3. ............. Autopilot.* 

6.b.4. ............. Collision avoidance system. 

6.b.5. ............. Flight data displays. 

6.b.6. ............. Flight management computers. 

6.b.7. ............. Navigation systems. 

7. Postflight Procedures 

7.a. ................ Parking and Securing. 

7.b. ................ Engine and systems operation. 

7.c. ................ Parking brake operation. 

7.d. ................ Rotor brake operation. 

7.e. ................ Abnormal/emergency procedures. 

8. Instructor Operating Station (IOS), as appropriate 

8.a. ................ Power Switch(es). 

8.b.1. ............. Helicopter conditions. 

8.b.2. ............. Gross weight, center of gravity, fuel loading and allocation, etc. 

8.b.3. ............. Helicopter 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. 


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TABLE D3D.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 6 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

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. 

TABLE D3E.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 5 FTD 

QPS requirements 

Entry No. 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) 


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TABLE D3E.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 5 FTD—Continued 

QPS requirements 

Entry No. Operations tasks 

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.e.1. ............. Position. 

7.e.2. ............. Adjustments. 

TABLE D3F.—TABLE OF FUNCTIONS AND SUBJECTIVE TESTS LEVEL 4 FTD 

QPS requirements 

Entry No. 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. 


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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: FTD Information 

Form 

Figure A4C Sample Letter of Compliance 

Figure D4D Sample Qualification Test 

Guide Cover Page 

Figure D4E Sample Statement of 

Qualification—Certificate 

Figure D4F Sample Statement of 

Qualification—Configuration List 

Figure D4G Sample Statement of 

Qualification—List of Qualified Tasks 

Figure D4H Sample Continuing 

Qualification Evaluation Requirements 

Page 

Figure D4I Sample MQTG Index of Effective 

FTD Directives 

BILLING CODE 4910–13–P 


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Appendix E to Part 60—Qualification 

Performance Standards for Quality 

Management Systems for Flight Simulation 

Training Devices 

lllllllllllllllllllll

Begin QPS Requirements 

a. Not later than 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 

lllllllllllllllllllll

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 following materials are presented to 

assist sponsors in preparing for an NSPM 

evaluation of the 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) An Element Assessment Table that 

describes the circumstances that exist to 

warrant a finding of ‘‘non-compliance,’’ or 

‘‘non-conformity’’; ‘‘partial compliance,’’ or 


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‘‘partial conformity’’; and ‘‘acceptable 

compliance,’’ or ‘‘acceptable conformity.’’

(4) A sample Continuation Sheet for 

additional comments that may be added by 

the sponsor or the NSPM during a QMS 

evaluation. 

(5) A sample Sponsor Checklist to assist 

the sponsor in verifying the elements that 

comprise the required QMS program. 

(6) A table showing the essential functions, 

processes, and procedures that relate to the 

required QMS components and a crossreference 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 sponsor’s 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. 

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 in accordance 

with part 60. 

(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 Quality System 

training and brief other personnel on the 

procedures. 

End Information 

lllllllllllllllllllll

TABLE E1.—FSTD QUALITY MANAGEMENT SYSTEM

Entry No. QPS requirement Information 

(reference) 

E1.1. ............. A QMS manual that prescribes the policies, processes, or procedures outlined in this table ....................... § 60.5(a). 

E1.2. ............. A policy, process, or procedure specifying how the sponsor will identify deficiencies in the QMS ............... § 60.5(b). 

E1.3. ............. A policy, process, or procedure specifying how the sponsor will document how the QMS program will be 

changed to address deficiencies.

§ 60.5(b). 

E1.4. ............. A policy, process, or procedure specifying how the sponsor will address proposed program changes (for 

programs that do not meet the minimum requirements as notified by the NSPM) to the NSPM and receive approval prior to their implementation.

§ 60.5(c). 

E1.5. ............. A policy, process, or procedure specifying how the sponsor will document that at least one FSTD is used 

within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once 

within the 12-month period following the initial or upgrade evaluation conducted by the NSPM and at 

least once within each subsequent 12-month period thereafter.

§ 60.7(b)(5). 

E1.6. ............. A policy, process, or procedure specifying how the sponsor will document that at least one FSTD is used 

within the sponsor’s FAA-approved flight training program for the aircraft or set of aircraft at least once 

within the 12-month period following the first continuing qualification evaluation conducted by the NSP 

and at least once within each subsequent 12-month period thereafter.

§ 60.7(b)(6). 

E1.7. ............. A policy, process, or procedure specifying how the sponsor will obtain an annual written 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.

§ 60.5(b)(7) and 

§ 60.7(d)(2). 

E1.8. ............. A policy, process, or procedure specifying how independent feedback (from persons recently completing 

training, evaluation, or obtaining flight experience; instructors and check airmen using the FSTD for 

training, evaluation, or flight experience sessions; and FSTD technicians and maintenance personnel) 

will be received and addressed by the sponsor regarding the FSTD and its operation.

§ 60.9(b)(1). 


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TABLE E1.—FSTD QUALITY MANAGEMENT SYSTEM—Continued 

Entry No. QPS requirement Information 

(reference) 

E1.9. ............. A policy, process, or procedure specifying how and where the FSTD SOQ will be posted, or accessed by 

an appropriate terminal or display, in or adjacent to the FSTD.

§ 60.9(b)(2). 

E1.10. ........... A policy, process, or procedure specifying how the sponsor’s management representative (MR) is selected and identified by name to the NSPM.§ 60.9(c) and Appendix E, paragraph 

(d). 

E1.11. ........... A policy, process, or procedure specifying the MR authority and responsibility for the following: § 60.9(c)(2), (3), and 

(4). 

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 specifying how the sponsor will: § 60.13; QPS Appendices A, B, 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 specifying how the sponsor will make available all special equipment and 

qualified personnel needed to conduct tests during initial, continuing qualification, or special evaluations.

§ 60.14. 

E1.14. ........... A policy, process, or procedure specifying how the sponsor will submit to the NSPM a request to evaluate the FSTD for initial qualification at a specific level and simultaneously request the TPAA forward a 

concurring letter to the NSPM; including how the MR will use qualified personnel to confirm the following: 

§ 60.15(a)–(d); 

§ 60.15(b); 

§ 60.15(b)(i); 

§ 60.15(b)(ii); 

§ 60.15(b)(iii). 

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. 

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 specifying how the subjective and objective tests are completed at the 

sponsor’s training facility for an initial evaluation.

§ 60.15(e). 

E1.16. ........... A policy, process, or procedure 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.

§ 60.15(h). 


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TABLE E1.—FSTD QUALITY MANAGEMENT SYSTEM—Continued 

Entry No. QPS requirement Information 

(reference) 

E1.17. ........... A policy, process, or procedure specifying how the sponsor will make the MQTG available to the NSPM 

upon request.

§ 60.15(i). 

E1.18. ........... A policy, process, or procedure specifying how the sponsor will apply to the NSPM for additional qualification(s) to the SOQ.§ 60.16(a); 

§ 60.16(a)(1)(i); 

and 

§ 60.16(a)(1)(ii). 

E1.19. ........... A policy, process, or procedure specifying how the sponsor completes all required Attachment 2 objective tests each year in a minimum of four evenly spaced inspections as specified in the appropriate 

QPS.

§ 60.19(a)(1) QPS 

Appendices A, B, 

C, or D. 

E1.20. ........... A policy, process, or procedure specifying how the sponsor completes and records a functional preflight 

check of the FSTD within the preceding 24 hours of FSTD use, including a description of the functional 

preflight.

§ 60.19(a)(2) QPS 

Appendices A, B, 

C, or D. 

E1.21. ........... A policy, process, or procedure specifying how the sponsor schedules continuing qualification evaluations 

with the NSPM.

§ 60.19(b)(2). 

E1.22. ........... A policy, process, or procedure specifying how the sponsor ensures that the FSTD has received a continuing qualification evaluation at the interval described in the MQTG.§ 60.19(b)(5)–(6). 

E1.23. ........... A policy, process, or procedure describing how discrepancies are recorded in the FSTD discrepancy log, 

including: 

§ 60.19(c); 

§ 60.19(c)(2)(i); 

§ 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 specifying how the discrepancy 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.).

§ 60.19(c)(2)(iii). 

E1.25. ........... A policy, process, or procedure that requires each instructor, check airman, or representative of the Administrator conducting training, evaluation, or flight experience, and each person conducting the preflight inspection, who discovers a discrepancy, including any missing, malfunctioning, or inoperative 

components in the FSTD, to write or cause to be written a description of that discrepancy into the discrepancy log at the end of the FSTD preflight or FSTD use session.

§ 60.20. 

E1.26. ........... A policy, process, or procedure 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.

§ 60.21(c). 

E1.27. ........... A policy, process, or procedure specifying how the sponsor determines whether an FSTD change qualifies as a modification as defined in § 60.23.§ 60.23(a)(1)–(2). 

E1.28. ........... A policy, process, or procedure specifying how the sponsor will ensure the FSTD is modified in accordance with any FSTD Directive regardless of the original qualification basis.§ 60.23(b). 

E1.29. ........... A policy, process, or procedure specifying how the sponsor will notify the NSPM and TPAA of their intent 

to use a modified FSTD and to ensure that the modified FSTD will not be used prior to: 

§ 60.23(c)(1)(i), (ii), 

and (iv). 

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 

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 specifying how, after an FSTD modification is approved by the NSPM, 

the sponsor will: 

§ 60.23(d)–(e). 

E1.30.a. ........ Post an addendum to the SOQ until as the NSPM issues a permanent, updated SOQ. 

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. 


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TABLE E1.—FSTD QUALITY MANAGEMENT SYSTEM—Continued 

Entry No. QPS requirement Information 

(reference) 

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 specifying how the sponsor will track the length of time a component has 

been missing, malfunctioning, or inoperative (MMI), including: 

§ 60.25(b)–(c), and 

QPS Appendices 

A, B, C, or D. 

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 specifying how the sponsor will notify the NSPM and how the sponsor 

will seek requalification of the FSTD if the FSTD is moved and reinstalled in a different location.

§ 60.27(a)(3). 

E1.33. ........... A policy, process, or procedure specifying how the sponsor will maintain control of the following: (The 

sponsor must specify how these records are maintained in plain language form or in coded form; but if 

the coded form is used, the sponsor must specify how the preservation and retrieval of information will 

be conducted.).

§ 60.31. 

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 SOQ. 

E1.33.c. ........ Results of the qualification evaluations (initial and each upgrade) since the issuance of the original SOQ. 

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 § 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. 

Appendix F to Part 60—Definitions and 

Abbreviations for Flight Simulation Training 

Devices 

lllllllllllllllllllll

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 

lllllllllllllllllllll

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). 

Airport Model—

Class I. Whether modeling real world or 

fictional airports (or landing areas for 

helicopters), these airport models (or landing 

areas for helicopters) are those that meet the 

requirements of Table A3B or C3B, found in 

attachment 2 of Appendix A or C, as 

appropriate, are evaluated by the NSPM, and 

are listed on the SOQ. 

Class II. Whether modeling real world or 

fictional airports (or landing areas for 

helicopters), these airport models (or landing 

areas for helicopters) are those models that 

are in excess of those used for simulator 

qualification at a specified level. The FSTD 

sponsor is responsible for determining that 

these models meet the requirements set out 

in Table A3C or C3C, found in attachment 2 

of Appendix A or C, as appropriate. 

Class III. This is a special class of airport 

model (or landing area for helicopters), used 

for specific purposes, and includes models 

that may be incomplete or inaccurate when 

viewed without restriction, but when 

appropriate limits are applied (e.g., ‘‘valid for 

use only in visibility conditions less than 1⁄2

statue mile or RVR2400 feet,’’ ‘‘valid for use 

only for approaches to Runway 22L and 

22R’’), those features that may be incomplete 

or inaccurate may not be able to be 

recognized as such by the crewmember being 

trained, tested, or checked. Class III airport 

models used for training, testing, or checking 

activities under this Chapter requires the 

certificate holder to submit to the TPAA an 

appropriate analysis of the skills, knowledge, 

and abilities necessary for competent 

performance of the task(s) in which this 

particular model is to be used, and requires 

TPAA acceptance of each Class III model. 

Altitude—pressure altitude (meters or feet) 

unless specified otherwise. 

Angle of Attack—the angle between the 

airplane longitudinal axis and the relative 


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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 Aircraft—an aircraft 

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, flight deck 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. 

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 flight deck 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 safety-offlight 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-offreedom motion system, and has the full 

range of capabilities of the systems installed 

in the device as described in part 60 of this 

chapter and the QPS for a specific FFS 

qualification level. (Part 1) 

Gate Clutter—the static and moving ground 

traffic (e.g., other airplanes; tugs; power or 

baggage carts; fueling, catering, or cargo 

trucks; pedestrians) presented to pose a 

potential conflict with the simulated aircraft 

during ground operations around the point 

where the simulated airplane is to be parked 

between flights 

Generic Airport Model—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. 

Light Gross Weight—a weight chosen by 

the sponsor or data provider that is not more 

than 120% of the BOW of the aircraft being 

simulated or the minimum practical 

operating weight of the test aircraft. 

Medium Gross Weight—a weight chosen by 

the sponsor or data provider that is within 

10% of the average of the numerical values 

of the BOW and the maximum certificated 

gross weight. 

Near Maximum Gross Weight—a weight 

chosen by the sponsor or data provider that 

is not less than the BOW of the aircraft being 

simulated plus 80% of the difference 

between the maximum certificated gross 

weight (either takeoff weight or landing 


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weight, as appropriate for the test) and the 

BOW. 

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 Aircraft. 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 Aircraft. 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 

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 provide the 

evaluator with 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 on 

the flight deck. 

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 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. 

Tf—Total time of the flare maneuver. 

Ti—Total time from initial throttle 

movement until a 10% response of a critical 

engine parameter. 

Tt—Total time from initial throttle 

movement to an increase of 90% of go 

around power or a decrease of 90% from 

maximum take-off power. 

Time History—a presentation of the change 

of a variable with respect to time. 


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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. 

Update—an improvement to or 

modernization of the quality or the accuracy 

of the FSTD without affecting the 

qualification level of the FSTD. 

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 airport models. 

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 Aircraft. 

cd/m2 candela/meter2, 3.4263 candela/m2 = 

1 ft-Lambert. 

CFR Code of Federal Regulations. 

cm(s) centimeter, centimeters. 

daN decaNewtons, one (1) decaNewton = 

2.27 pounds. 

deg(s) degree, degrees. 

DOF Degrees-of-freedom. 

eMQTG Electronic Master Qualification 

Test Guide. 

EPR Engine Pressure Ratio. 

FAA Federal Aviation Administration 

(U.S.). 

FATO Final Approach and Take Off area 

fpm feet per minute. 

ft foot/feet, 1 foot = 0.304801 meters. 

ft-Lambert foot-Lambert, 1 ft-Lambert = 

3.4263 candela/m2.

g Acceleration due to Gravity (meters or 

feet/sec2); 1g = 9.81 m/sec2 or 32.2 feet/ 

sec2. 

G/S Glideslope. 

IATA International Airline Transport 

Association. 

ICAO International Civil Aviation 

Organization. 

IGE In ground effect. 

ILS Instrument Landing System. 

IOS Instructor Operating Station. 

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. 

MQTG Master Qualification Test Guide 

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 Aircraft. 

nm Nautical Mile(s) 1 Nautical Mile = 6,080 

feet. 

NN NON-NORMAL CONTROL Used in 

reference to Computer Controlled Aircraft. 

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. 

NSPM National Simulator Program 

Manager. 

NWA Nosewheel Angle (degrees). 

OGE Out of ground effect. 

PAPI Precision Approach Path Indicator 

System. 

Pf Impact or Feel Pressure, often expressed 

as ‘‘q.’’

PLA Power Lever Angle. 

PLF Power for Level Flight. 

psi pounds per square inch. 

QPS Qualification Performance Standard. 

QTG Qualification Test Guide. 

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. 

SMGCS Surface Movement Guidance and 

Control System. 

SOC Statement of Compliance and 

Capability. 

SOQ Statement of Qualification. 

TIR Type Inspection Report. 

TLOF Touchdown and Loft Off area. 

T/O Takeoff. 

VASI Visual Approach Slope Indicator 

System. 

VGS Visual Ground Segment. 

V1 Decision speed. 

V2 Takeoff safety speed. 

Vmc Minimum Control Speed. 

Vmca Minimum Control Speed in the air. 

Vmcg Minimum Control Speed on the 

ground. 

Vmcl Minimum Control Speed—Landing. 

Vmu The speed at which the last main 

landing gear leaves the ground. 

VR Rotate Speed. 

VS Stall Speed or minimum speed in the 

stall. 

WAT Weight, Altitude, Temperature. 

End QPS Requirements 

Issued in Washington, DC, on April 17, 

2008. 

John M. Allen, 

Acting Director Flight Standards Service. 

[FR Doc. 08–1183 Filed 4–30–08; 8:45 am] 

BILLING CODE 4910–13–P 


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