[Federal Register Volume 73, Number 91 (Friday, May 9, 2008)]
[Rules and Regulations]
[Pages 26478-26786]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 08-1183]



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Part II





Department of Transportation





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Federal Aviation Administration



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14 CFR Part 60



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

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

[[Page 26478]]


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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.

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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; e-mail: <a href="/cdn-cgi/l/email-protection#ebae8f9c8a998fc5afc5a8848480ab8d8a8ac58c849d"><span class="__cf_email__" data-cfemail="723716051300165c365c311d1d19321413135c151d04">[email protected]</span></a>. 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: 
<a href="/cdn-cgi/l/email-protection#a2e3ccccc78ce0c7c1cac6cdced6e2c4c3c38cc5cdd4"><span class="__cf_email__" data-cfemail="195877777c375b7c7a717d76756d597f7878377e766f">[email protected]</span></a>.

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:
    <bullet> Provides a listing of the tasks for which a simulator may 
be qualified.
    <bullet> 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.
    <bullet> 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.
    <bullet> Clarifies and standardizes existing requirements for 
motion, visual, and sound systems, including subjective buffeting 
motions, visual scene content, and sound replication.
    <bullet> 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:
    <bullet> Administrative.
    <bullet> Simulator Qualification and Evaluation.
    <bullet> FSTD Testing: Objective and Subjective.
    <bullet> General.
    <bullet> Visual Systems.
    <bullet> Motion or Vibration Requirements.
    <bullet> Sound Requirements.
    <bullet> Helicopters.
    <bullet> Quality Management System (QMS).
    <bullet> 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-by-case 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 Sec.  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 ``T<INF>i</INF>'' and ``T<INF>t</INF>.''
    The published tolerances for these tests are consistent with 
international standards documents. As proposed, T<INF>i</INF> and 
T<INF>t</INF> 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 time-average 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, Go-Around, 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 ``<plus-minus> 2[deg]/sec or <plus-minus> 10% yaw rate, OR Roll 
rate <plus-minus> 2[deg]/sec, bank angle <plus-minus> 3[deg].''
    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

[[Page 26482]]

may be accomplished as a yaw response test.
    The ATA, Northwest, CAE, and others suggested eliminating the 
<plus-minus>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 <plus-minus> 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-de-ice 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

[[Page 26483]]

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 ``in-use'' 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 follow-
me 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 field-of-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-
of-view 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-of-view 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[deg] horizontal and 30[deg] 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[deg] horizontal by 40[deg] 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

[[Page 26484]]

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, one-direction 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

[[Page 26485]]

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 one-time-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.

[[Page 26486]]

    CAE, Thales, and others suggested that the tolerance of <plus-
minus>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, <plus-
minus>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 <plus-minus>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 <plus-minus>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[deg] 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

[[Page 26487]]

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 high-pressure air or an application of 
rain-repelling 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

[[Page 26488]]

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, flight-related 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

[[Page 26489]]

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 
(Sec.  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-for-profit organizations, and small 
governmental jurisdictions.

[[Page 26490]]

    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

0
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

0
1. The authority citation for part 60 continues to read as follows:

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


0
2. Part 60 is amended by revising appendices A-F to read as follows:

[[Page 26491]]

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

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

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

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia 30354. Telephone contact numbers for the NSP are: Phone, 
404-832-4700; fax, 404-761-8906. The general e-mail address for the 
NSP office is: <a href="/cdn-cgi/l/email-protection#665f4b0715094b0710144b150f0b4b1203070b2600070748010910"><span class="__cf_email__" data-cfemail="a29b8fc3d1cd8fc3d4d08fd1cbcf8fd6c7c3cfe2c4c3c38cc5cdd4">[email protected]</span></a>. 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

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

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Begin Information

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

[[Page 26492]]

End Information

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3. Definitions (Sec.  60.3)

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Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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Begin Information

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

End Information

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5. Quality Management System (Sec.  60.5)

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Begin Information

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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8. FFS Use (Sec.  60.11)

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Begin Information

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

End Information

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9. FFS Objective Data Requirements (Sec.  60.13)

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Begin QPS Requirements

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

[[Page 26493]]

    (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 Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
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

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Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person having supplied the aircraft data package for the 
FFS in order to facilitate the notification required by Sec.  
60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 
Qualification Test Guide (QTG), the sponsor should submit to the 
NSPM for approval, a descriptive document (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-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems, such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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Begin Information

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

End Information

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

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Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1 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 Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A 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 Sec.  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.

[[Page 26494]]

    (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

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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.

[[Page 26495]]

    (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 Sec.  60.15(d).
    w. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include windshear training and circling approaches.

End Information

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

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

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

Begin Information

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

End Information

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

13. Previously Qualified FFSs (Sec.  60.17)

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled;
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.
    (5) The sponsor must notify the NSPM of any changes to the 
original scheduled time out of service;
    b. Simulators qualified prior to May 30, 2008, are not required 
to meet the general simulation requirements, the objective test 
requirements 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

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

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 
Sec.  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 Sec.  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.

[[Page 26496]]

End Information

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

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

Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection must be developed by the sponsor and must 
be acceptable to the NSPM.
    b. The description of the functional preflight 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

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

Begin Information

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

End Information

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15. Logging FFS Discrepancies (Sec.  60.20)

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

17. Modifications to FFSs (Sec.  60.23)

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

    FSTD Directives are considered modifications of an FFS. See 
Attachment 4 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

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

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FFS, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. 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 
Sec.  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 Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FFS. Repairs having a larger impact on FFS capability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin Information

    If the sponsor provides a plan for how the FFS will be 
maintained during its out-of-service period (e.g., periodic exercise 
of mechanical, hydraulic, and electrical

[[Page 26497]]

systems; routine replacement of hydraulic fluid; control of the 
environmental factors in which the FFS is to be maintained) there is 
a greater likelihood that the NSPM will be able to determine the 
amount of testing required for requalification.

End Information

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

21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

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

Begin Information

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

23. Specific FFS Compliance Requirements (Sec.  60.35)

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

24. [Reserved]

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

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

End Information

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

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with 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

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

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

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

               Table A1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
       QPS requirements         Simulator levels        Information
------------------------------------------------------------------------
                  General
 Entry No.       simulator      A    B    C    D           Notes
               requirements
------------------------------------------------------------------------
1. General Flight deck Configuration.
------------------------------------------------------------------------
1.a........  The simulator      X    X    X    X   For simulator
              must have a                           purposes, the flight
              flight deck                           deck consists of all
              that is a                             that space forward
              replica of the                        of a cross section
              airplane                              of the flight deck
              simulated with                        at the most extreme
              controls,                             aft setting of the
              equipment,                            pilots' seats,
              observable                            including additional
              flight deck                           required crewmember
              indicators,                           duty stations and
              circuit                               those required
              breakers, and                         bulkheads aft of the
              bulkheads                             pilot seats. For
              properly                              clarification,
              located,                              bulkheads containing
              functionally                          only items such as
              accurate and                          landing gear pin
              replicating the                       storage
              airplane. The                         compartments, fire
              direction of                          axes and
              movement of                           extinguishers, spare
              controls and                          light bulbs, and
              switches must                         aircraft document
              be identical to                       pouches are not
              the airplane.                         considered essential
              Pilot seats                           and may be omitted.
              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.
------------------------------------------------------------------------

[[Page 26498]]

 
1.b........  Those circuit      X    X    X    X
              breakers that
              affect
              procedures or
              result in
              observable
              flight deck
              indications
              must be
              properly
              located and
              functionally
              accurate.
------------------------------------------------------------------------
2. Programming.
------------------------------------------------------------------------
2.a........  A flight           X    X    X    X
              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.
------------------------------------------------------------------------
2.b........  The simulator      X    X    X    X
              must have the
              computer
              capacity,
              accuracy,
              resolution, and
              dynamic
              response needed
              to meet the
              qualification
              level sought.
             An SOC is
              required..
------------------------------------------------------------------------
2.c........  Surface            X
              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.
------------------------------------------------------------------------
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         X    X    X
              characteristics
              , including
              aerodynamic and
              ground reaction
              modeling
              including
              steering
              inputs,
              operations with
              crosswind,
              braking, thrust
              reversing,
              deceleration,
              and turning
              radius.
------------------------------------------------------------------------
2.e........  If the aircraft              X    X   If desired, Level A
              being simulated                       and B simulators may
              is one of the                         qualify for
              aircraft listed                       windshear training
              in Sec.                               by meeting these
              121.358, Low-                         standards; see
              altitude                              Attachment 5 of this
              windshear                             appendix. Windshear
              system                                models may consist
              equipment                             of independent
              requirements,                         variable winds in
              the simulator                         multiple
              must employ                           simultaneous
              windshear                             components. The FAA
              models that                           Windshear Training
              provide                               Aid presents one
              training for                          acceptable means of
              recognition of                        compliance with
              windshear                             simulator wind model
              phenomena and                         requirements.
              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..

[[Page 26499]]

 
             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 low-
              altitude
              windshear
              flight training
              program as
              described in
              Sec.   121.409.
------------------------------------------------------------------------
2.f........  The simulator                X    X   Automatic
              must provide                          ``flagging'' of out-
              for manual and                        of-tolerance
              automatic                             situations is
              testing of                            encouraged.
              simulator
              hardware and
              software
              programming to
              determine
              compliance with
              simulator
              objective tests
              as prescribed
              in Attachment 2
              of this
              appendix.
             An SOC is
              required..
------------------------------------------------------------------------
2.g........  Relative                              The intent is to
              responses of                          verify that the
              the motion                            simulator provides
              system, visual                        instrument, motion,
              system, and                           and visual cues that
              flight deck                           are, within the
              instruments,                          stated time delays,
              measured by                           like the airplane
              latency tests                         responses. For
              or transport                          airplane response,
              delay tests.                          acceleration in the
              Motion onset                          appropriate,
              should occur                          corresponding
              before the                            rotational axis is
              start of the                          preferred.
              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:
------------------------------------------------------------------------
2.g.1......  300 milliseconds   X    X
              of the airplane
              response.
------------------------------------------------------------------------
2.g.2......  150 milliseconds             X    X
              of the airplane
              response.
------------------------------------------------------------------------
2.h........  The simulator                X    X
              must accurately
              reproduce the
              following
              runway
              conditions:
             (1) Dry.........
             (2) Wet.........
             (3) Icy.........
             (4) Patchy Wet..
             (5) Patchy Icy..
             (6) Wet on
              Rubber Residue
              in Touchdown
              Zone.
             An SOC is
              required.
------------------------------------------------------------------------
2.i........  The simulator                X    X   Simulator pitch, side
              must simulate:                        loading, and
             (1) brake and                          directional control
              tire failure                          characteristics
              dynamics,                             should be
              including                             representative of
              antiskid                              the airplane.
              failure.
             (2) decreased
              brake
              efficiency due
              to high brake
              temperatures,
              if applicable.
             An SOC is
              required..
------------------------------------------------------------------------
2.j........  The simulator                X    X
              must replicate
              the effects of
              airframe and
              engine icing.
------------------------------------------------------------------------
2.k........  The aerodynamic                   X   See Attachment 2 of
              modeling in the                       this appendix,
              simulator must                        paragraph 5, for
              include:                              further information
             (1) Low-altitude                       on ground effect.
              level-flight
              ground effect;.
             (2) Mach effect
              at high
              altitude;.
             (3) Normal and
              reverse dynamic
              thrust effect
              on control
              surfaces;.
             (4) Aeroelastic
              representations
              ; and
             (5)
              Nonlinearities
              due to
              sideslip.

[[Page 26500]]

 
             An SOC is
              required and
              must include
              references to
              computations of
              aeroelastic
              representations
              and of
              nonlinearities
              due to
              sideslip.
------------------------------------------------------------------------
2.l........  The simulator           X    X    X
              must have
              aerodynamic and
              ground reaction
              modeling for
              the effects of
              reverse thrust
              on directional
              control, if
              applicable.
             An SOC is
              required..
------------------------------------------------------------------------
3. Equipment Operation.
------------------------------------------------------------------------
3.a........  All relevant       X    X    X    X
              instrument
              indications
              involved in the
              simulation of
              the airplane
              must
              automatically
              respond to
              control
              movement or
              external
              disturbances to
              the simulated
              airplane; e.g.,
              turbulence or
              windshear.
              Numerical
              values must be
              presented in
              the appropriate
              units.
------------------------------------------------------------------------
3.b........  Communications,    X    X    X    X   See Attachment 3 of
              navigation,                           this appendix for
              caution, and                          further information
              warning                               regarding long-range
              equipment must                        navigation
              be installed                          equipment.
              and operate
              within the
              tolerances
              applicable for
              the airplane.
------------------------------------------------------------------------
3.c........  Simulated          X    X    X    X
              airplane
              systems must
              operate as the
              airplane
              systems operate
              under normal,
              abnormal, and
              emergency
              operating
              conditions on
              the ground and
              in flight.
------------------------------------------------------------------------
3.d........  The simulator      X    X    X    X
              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.
------------------------------------------------------------------------
3.e........  Simulator                    X    X
              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.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities.
------------------------------------------------------------------------
4.a........  In addition to     X    X    X    X   The NSPM will
              the flight                            consider
              crewmember                            alternatives to this
              stations, the                         standard for
              simulator must                        additional seats
              have at least                         based on unique
              two suitable                          flight deck
              seats for the                         configurations.
              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.
4.b........  The simulator      X    X    X    X
              must have
              controls that
              enable the
              instructor/
              evaluator to
              control all
              required system
              variables and
              insert all
              abnormal or
              emergency
              conditions into
              the simulated
              airplane
              systems as
              described in
              the sponsor's
              FAA-approved
              training
              program; or as
              described in
              the relevant
              operating
              manual as
              appropriate.
------------------------------------------------------------------------

[[Page 26501]]

 
4.c........  The simulator      X    X    X    X
              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.
------------------------------------------------------------------------
4.d........  The simulator                X    X   For example, another
              must provide                          airplane crossing
              the instructor                        the active runway or
              or evaluator                          converging airborne
              the ability to                        traffic.
              present ground
              and air hazards.
------------------------------------------------------------------------
5. Motion System.
------------------------------------------------------------------------
5.a........  The simulator      X    X    X    X   For example,
              must have                             touchdown cues
              motion (force)                        should be a function
              cues                                  of the rate of
              perceptible to                        descent (RoD) of the
              the pilot that                        simulated airplane.
              are
              representative
              of the motion
              in an airplane.
------------------------------------------------------------------------
5.b........  The simulator      X    X
              must have a
              motion (force
              cueing) system
              with a minimum
              of three
              degrees of
              freedom (at
              least pitch,
              roll, and
              heave).
             An SOC is
              required..
------------------------------------------------------------------------
5.c........  The simulator                X    X
              must have a
              motion (force
              cueing) system
              that produces
              cues at least
              equivalent to
              those of a six-
              degrees-of-
              freedom,
              synergistic
              platform motion
              system (i.e.,
              pitch, roll,
              yaw, heave,
              sway, and
              surge).
             An SOC is
              required..
------------------------------------------------------------------------
5.d........  The simulator      X    X    X    X
              must provide
              for the
              recording of
              the motion
              system response
              time.
             An SOC is
              required..
------------------------------------------------------------------------
5.e........  The simulator           X    X    X
              must provide
              motion effects
              programming to
              include:
------------------------------------------------------------------------
             (1) Thrust
              effect with
              brakes set.
             (2) Runway
              rumble, oleo
              deflections,
              effects of
              ground speed,
              uneven runway,
              centerline
              lights, and
              taxiway
              characteristics
              .
             (3) Buffets on
              the ground due
              to spoiler/
              speedbrake
              extension and
              thrust
              reversal.
             (4) Bumps
              associated with
              the landing
              gear.
             (5 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                     X   The simulator should
              must provide                          be programmed and
              characteristic                        instrumented in such
              motion                                a manner that the
              vibrations that                       characteristic
              result from                           buffet modes can be
              operation of                          measured and
              the airplane if                       compared to airplane
              the vibration                         data.
              marks an event
              or airplane
              state that can
              be sensed in
              the flight deck.
------------------------------------------------------------------------
6. Visual System.
------------------------------------------------------------------------
6.a........  The simulator      X    X    X    X
              must have a
              visual system
              providing an
              out-of-the-
              flight deck
              view.
------------------------------------------------------------------------

[[Page 26502]]

 
6.b........  The simulator      X    X             Additional field-of-
              must provide a                        view capability may
              continuous                            be added at the
              collimated                            sponsor's discretion
              field-of-view                         provided the minimum
              of at least                           fields of view are
              45[deg]                               retained.
              horizontally
              and 30[deg]
              vertically per
              pilot seat or
              the number of
              degrees
              necessary to
              meet the visual
              ground segment
              requirement,
              whichever is
              greater. Both
              pilot seat
              visual systems
              must be
              operable
              simultaneously.
              The minimum
              horizontal
              field-of-view
              coverage must
              be plus and
              minus one-half
              (\1/2\) of the
              minimum
              continuous
              field-of-view
              requirement,
              centered on the
              zero degree
              azimuth line
              relative to the
              aircraft
              fuselage.
             An SOC is
              required and
              must explain
              the system
              geometry
              measurements
              including
              system
              linearity and
              field-of-view..
------------------------------------------------------------------------
6.c........  (Reserved)......
------------------------------------------------------------------------
6.d........  The simulator                X    X   The horizontal field-
              must provide a                        of-view is
              continuous                            traditionally
              collimated                            described as a
              visual field-of-                      180[deg] field-of-
              view of at                            view. However, the
              least 176[deg]                        field-of-view is
              horizontally                          technically no less
              and 36[deg]                           than 176[deg].
              vertically or                         Additional field-of-
              the number of                         view capability may
              degrees                               be added at the
              necessary to                          sponsor's discretion
              meet the visual                       provided the minimum
              ground segment                        fields-of-view are
              requirement,                          retained.
              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..
------------------------------------------------------------------------
6.e........  The visual         X    X    X    X   Non-realistic cues
              system must be                        might include image
              free from                             ``swimming'' and
              optical                               image ``roll-off,''
              discontinuities                       that may lead a
              and artifacts                         pilot to make
              that create non-                      incorrect
              realistic cues.                       assessments of
                                                    speed, acceleration,
                                                    or situational
                                                    awareness.
------------------------------------------------------------------------
6.f........  The simulator      X    X    X    X
              must have
              operational
              landing lights
              for night
              scenes. Where
              used, dusk (or
              twilight)
              scenes require
              operational
              landing lights.
------------------------------------------------------------------------
6.g........  The simulator      X    X    X    X
              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..
------------------------------------------------------------------------
6.h........  The simulator      X    X    X    X
              must provide
              visual system
              compatibility
              with dynamic
              response
              programming.
------------------------------------------------------------------------
6.i........  The simulator      X    X    X    X   This will show the
              must show that                        modeling accuracy of
              the segment of                        RVR, glideslope, and
              the ground                            localizer for a
              visible from                          given weight,
              the simulator                         configuration, and
              flight deck is                        speed within the
              the same as                           airplane's
              from the                              operational envelope
              airplane flight                       for a normal
              deck (within                          approach and
              established                           landing.
              tolerances)
              when at the
              correct
              airspeed, in
              the landing
              configuration,
              at the
              appropriate
              height above
              the touchdown
              zone, and with
              appropriate
              visibility.
------------------------------------------------------------------------
6.j........  The simulator           X    X    X
              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..
------------------------------------------------------------------------

[[Page 26503]]

 
6.k........  The simulator      X    X    X    X   Visual attitude vs.
              must provide                          simulator attitude
              for accurate                          is a comparison of
              portrayal of                          pitch and roll of
              the visual                            the horizon as
              environment                           displayed in the
              relating to the                       visual scene
              simulator                             compared to the
              attitude.                             display on the
                                                    attitude indicator.
------------------------------------------------------------------------
6.l........  The simulator                X    X
              must provide
              for quick
              confirmation of
              visual system
              color, RVR,
              focus, and
              intensity.
             An SOC is
              required..
------------------------------------------------------------------------
6.m........  The simulator                X    X
              must be capable
              of producing at
              least 10 levels
              of occulting.
------------------------------------------------------------------------
6.n........  Night Visual       X    X    X    X
              Scenes. When
              used in
              training,
              testing, or
              checking
              activities, the
              simulator must
              provide night
              visual scenes
              with sufficient
              scene content
              to recognize
              the airport,
              the terrain,
              and major
              landmarks
              around the
              airport. The
              scene content
              must allow a
              pilot to
              successfully
              accomplish a
              visual landing.
              Scenes must
              include a
              definable
              horizon and
              typical terrain
              characteristics
              such as fields,
              roads and
              bodies of water
              and surfaces
              illuminated by
              airplane
              landing lights.
------------------------------------------------------------------------
6.o........  Dusk (or                     X    X
              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..
------------------------------------------------------------------------

[[Page 26504]]

 
6.p........  Daylight Visual              X    X
              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..
------------------------------------------------------------------------
6.q........  The simulator                X    X   For example: short
              must provide                          runways, landing
              operational                           approaches over
              visual scenes                         water, uphill or
              that portray                          downhill runways,
              physical                              rising terrain on
              relationships                         the approach path,
              known to cause                        unique topographic
              landing                               features.
              illusions to
              pilots.
------------------------------------------------------------------------
6.r........  The simulator                X    X
              must provide
              special weather
              representations
              of light,
              medium, and
              heavy
              precipitation
              near a
              thunderstorm on
              takeoff and
              during approach
              and landing.
              Representations
              need only be
              presented at
              and below an
              altitude of
              2,000 ft. (610
              m) above the
              airport surface
              and within 10
              miles (16 km)
              of the airport.
------------------------------------------------------------------------
6.s........  The simulator                X    X
              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.
------------------------------------------------------------------------
6.t........  The simulator                X    X
              must present
              realistic color
              and
              directionality
              of all airport
              lighting.
------------------------------------------------------------------------
7. Sound System.
------------------------------------------------------------------------
7.a........  The simulator      X    X    X    X
              must provide
              flight deck
              sounds that
              result from
              pilot actions
              that correspond
              to those that
              occur in the
              airplane.
------------------------------------------------------------------------
7.b........  The volume         X    X    X    X
              control must
              have an
              indication of
              sound level
              setting which
              meets all
              qualification
              requirements..
------------------------------------------------------------------------
7.c........  The simulator                X    X
              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..
------------------------------------------------------------------------
7.d........  The simulator                     X
              must provide
              realistic
              amplitude and
              frequency of
              flight deck
              noises and
              sounds.
              Simulator
              performance
              must be
              recorded,
              compared to
              amplitude and
              frequency of
              the same sounds
              recorded in the
              airplane, and
              be made a part
              of the QTG.
------------------------------------------------------------------------


[[Page 26505]]


             Table A1B.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                   QPS requirements                        Information
------------------------------------------------------------------------
                   Subjective        Simulator levels
                requirements  In   --------------------
             order to be qualified
                at the simulator
              qualification level
                 indicated, the
 Entry No.     simulator must be                              Notes
               able to perform at    A    B    C    D
                least the tasks
              associated with that
                    level of
                 qualification.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a........  Preflight Inspection    X    X    X    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   X    X    X    X
------------------------------------------------------------------------
1.c........  Taxiing..............        R    X    X
------------------------------------------------------------------------
1.d........  Pre-takeoff Checks...   X    X    X    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a........  Normal and Crosswind         R    X    X
              Takeoff
------------------------------------------------------------------------
2.b........  Instrument Takeoff...   X    X    X    X
------------------------------------------------------------------------
2.c........  Engine Failure During   A    X    X    X
              Takeoff.
------------------------------------------------------------------------
2.d........  Rejected Takeoff.....   X    X    X    X
------------------------------------------------------------------------
2.e........  Departure Procedure..   X    X    X    X
------------------------------------------------------------------------
3. Inflight Maneuvers
------------------------------------------------------------------------
3.a........  Steep Turns..........   X    X    X    X
------------------------------------------------------------------------
3.b........  Approaches to Stalls.   X    X    X    X
------------------------------------------------------------------------
3.c........  Engine Failure--        X    X    X    X
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  Engine Failure--        X    X    X    X
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  Specific Flight         A    A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------
3.f........  Recovery From Unusual   X    X    X    X   Within the
              Attitudes.                                 normal flight
                                                         envelope
                                                         supported by
                                                         applicable
                                                         simulation
                                                         validation
                                                         data.
------------------------------------------------------------------------
4. Instrument Procedures
------------------------------------------------------------------------
4.a........  Standard Terminal       X    X    X    X
              Arrival/Flight
              Management System
              Arrivals Procedures.
------------------------------------------------------------------------
4.b........  Holding..............   X    X    X    X
------------------------------------------------------------------------
4.c........  Precision Instrument.
------------------------------------------------------------------------
4.c.1......  All Engines Operating   X    X    X    X   e.g., Autopilot,
                                                         Manual (Flt.
                                                         Dir. Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.c.2......  One Engine              X    X    X    X   e.g., Manual
              Inoperative.                               (Flt. Dir.
                                                         Assisted),
                                                         Manual (Raw
                                                         Data).
------------------------------------------------------------------------
4.d........  Non-Precision           X    X    X    X   e.g., NDB, VOR,
              Instrument Approach.                       VOR/DME, VOR/
                                                         TAC, RNAV, LOC,
                                                         LOC/BC, ADF,
                                                         and SDF.
------------------------------------------------------------------------
4.e........  Circling Approach....   X    X    X    X   Specific
                                                         authorization
                                                         required.
------------------------------------------------------------------------
4.f........  Missed Approach......
------------------------------------------------------------------------
4.f.1......  Normal...............   X    X    X    X
------------------------------------------------------------------------
4.f.2......  One Engine              X    X    X    X
              Inoperative.
------------------------------------------------------------------------
5. Landings and Approaches to Landings
------------------------------------------------------------------------
5.a........  Normal and Crosswind         R    X    X
              Approaches and
              Landings.
------------------------------------------------------------------------

[[Page 26506]]

 
5.b........  Landing From a               R    X    X
              Precision/Non-
              Precision Approach.
------------------------------------------------------------------------
5.c........  Approach and Landing   ...   R    X    X
              with (Simulated)
              Engine Failure--
              Multiengine Airplane.
------------------------------------------------------------------------
5.d........  Landing From Circling        R    X    X
              Approach.
------------------------------------------------------------------------
5.e........  Rejected Landing.....   X    X    X    X
------------------------------------------------------------------------
5.f........  Landing From a No            R    X    X
              Flap or a
              Nonstandard Flap
              Configuration
              Approach.
------------------------------------------------------------------------
6. Normal and Abnormal Procedures
------------------------------------------------------------------------
6.a........  Engine (including       X    X    X    X
              shutdown and
              restart).
------------------------------------------------------------------------
6.b........  Fuel System..........   X    X    X    X
------------------------------------------------------------------------
6.c........  Electrical System....   X    X    X    X
------------------------------------------------------------------------
6.d........  Hydraulic System.....   X    X    X    X
------------------------------------------------------------------------
6.e........  Environmental and       X    X    X    X
              Pressurization
              Systems.
------------------------------------------------------------------------
6.f........  Fire Detection and      X    X    X    X
              Extinguisher Systems.
------------------------------------------------------------------------
6.g........  Navigation and          X    X    X    X
              Avionics Systems.
------------------------------------------------------------------------
6.h........  Automatic Flight        X    X    X    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
6.i........  Flight Control          X    X    X    X
              Systems.
------------------------------------------------------------------------
6.j........  Anti-ice and Deice      X    X    X    X
              Systems.
------------------------------------------------------------------------
6.k........  Aircraft and Personal   X    X    X    X
              Emergency Equipment.
------------------------------------------------------------------------
7. Emergency Procedures
------------------------------------------------------------------------
7.a........  Emergency Descent       X    X    X    X
              (Max. Rate).
------------------------------------------------------------------------
7.b........  Inflight Fire and       X    X    X    X
              Smoke Removal.
------------------------------------------------------------------------
7.c........  Rapid Decompression..   X    X    X    X
------------------------------------------------------------------------
7.d........  Emergency Evacuation.   X    X    X    X
------------------------------------------------------------------------
8. Postflight Procedures
------------------------------------------------------------------------
8.a........  After-Landing           X    X    X    X
              Procedures.
------------------------------------------------------------------------
8.b........  Parking and Securing.   X    X    X   X
------------------------------------------------------------------------
``A''--indicates that the system, task, or procedure may be examined if
  the appropriate aircraft system or control is simulated in the FSTD
  and is working properly.
``R''--indicates that the simulator may be qualified for this task for
  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
------------------------------------------------------------------------
                   Subjective        Simulator levels
             requirements In order --------------------
               to be qualified at
                 the simulator
              qualification level
                 indicated, the
 Entry No.     simulator must be                              Notes
               able to perform at    A    B    C    D
                least the tasks
              associated with that
                    level of
                 qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS), as appropriate
------------------------------------------------------------------------
1.a........  Power switch(es).....   X    X    X    X
------------------------------------------------------------------------

[[Page 26507]]

 
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           X    X    X    X   e.g., Clouds,
              controls.                                  Visibility,
                                                         RVR, Temp,
                                                         Wind, Ice,
                                                         Snow, Rain, and
                                                         Windshear.
------------------------------------------------------------------------
1.e........  Airplane system         X    X    X    X
              malfunctions
              (Insertion/deletion).
------------------------------------------------------------------------
1.f........  Locks, Freezes, and     X    X    X    X
              Repositioning.
------------------------------------------------------------------------
2. Sound Controls
------------------------------------------------------------------------
2.a........  On/off/adjustment....   X    X    X    X
------------------------------------------------------------------------
3. Motion/Control Loading System
------------------------------------------------------------------------
3.a........  On/off/emergency stop   X    X    X    X
------------------------------------------------------------------------
4. Observer Seats/Stations
------------------------------------------------------------------------
4.a........  Position/Adjustment/    X    X    X    X
              Positive restraint
              system.
------------------------------------------------------------------------

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.
------------------------------------------------------------------------
14................................  Acceptance Guidelines for
                                     Alternative Avionics (Flight-
                                     Related Computers and Controllers).
------------------------------------------------------------------------
15................................  Transport Delay Testing.
------------------------------------------------------------------------
16................................  Continuing Qualification
                                     Evaluations--Validation Test Data
                                     Presentation.
------------------------------------------------------------------------
17................................  Alternative Data Sources,
                                     Procedures, and Instrumentation:
                                     Level A and Level B Simulators
                                     Only.
------------------------------------------------------------------------

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

Begin Information

1. Introduction

    a. For the purposes of this attachment, the flight conditions 
specified in the Flight Conditions Column of Table A2A 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.

[[Page 26508]]

End Information

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

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 Sec.  60.13 and in this appendix. Although use of a driver 
program designed to automatically accomplish the tests is encouraged 
for all simulators and required for Level C and Level D simulators, 
it must be possible to conduct each test manually while recording 
all appropriate parameters. The results must be produced on an 
appropriate recording device acceptable to the NSPM and must include 
simulator number, date, time, conditions, tolerances, and 
appropriate dependent variables portrayed in comparison to the 
validation data. Time histories are required unless otherwise 
indicated in Table A2A. All results must be labeled using the 
tolerances and units given.
    b. Table A2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for simulator validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to simulator performance. 
When two tolerance values are given for a parameter, the less 
restrictive may be used unless otherwise indicated. 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 Non-normal (NN) control states, 
as indicated in this attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table A2A require test results in the Normal control state 
unless specifically noted otherwise in the Test Details section 
following the CCA designation. The NSPM will determine what tests 
are appropriate for airplane simulation data. When making this 
determination, the NSPM may require other levels of control state 
degradation for specific airplane tests. Where Non-normal control 
states are required, test data must be provided for one or more Non-
normal control states, and must include the least augmented state. 
Where applicable, flight test data must record Normal and Non-normal 
states for:
    (1) Pilot controller deflections or electronically generated 
inputs, including location of input; and
    (2) Flight control surface positions unless test results are not 
affected by, or are independent of, surface positions.
    k. Tests of handling qualities must include validation of 
augmentation devices. FFSs for highly augmented airplanes will be 
validated both in the unaugmented configuration (or failure state 
with the maximum permitted degradation in handling qualities) and 
the augmented configuration. Where various levels of handling 
qualities result from failure states, validation of the effect of 
the failure is necessary. Requirements for testing will be mutually 
agreed to between the sponsor and the NSPM on a case-by-case basis.
    l. Some tests will not be required for airplanes using airplane 
hardware in the simulator flight deck (e.g., ``side stick 
controller''). These exceptions are noted in Section 2 ``Handling 
Qualities'' in Table A2A of this attachment. However, in these 
cases, the sponsor must provide a statement that the airplane 
hardware meets the appropriate manufacturer's specifications and the 
sponsor must have supporting information to that fact available for 
NSPM review.
    m. For objective test purposes, see Appendix F of this part for 
the definitions of ``Near maximum,'' ``Light,'' and ``Medium'' gross 
weight.

End QPS Requirements

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

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



[[Page 26509]]

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

                                                 Table A2A.--Full Flight Simulator (FFS) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                         QPS Requirements                                                                Information
--------------------------------------------------------------------------------------------------------------------------------------------------------
                    Test                                                                                          Simulator level
---------------------------------------------       Tolerance         Flight conditions       Test details     --------------------         Notes
       Entry No.                Title                                                                            A    B    C    D
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Performance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a...................  Taxi.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.................  Minimum Radius Turn.  <plus-minus>3 ft      Ground..............  Record both Main and        X    X    X
                                               (0.9m) or 20% of                            Nose gear turning
                                               airplane turn                               radius. This test
                                               radius.                                     is to be
                                                                                           accomplished
                                                                                           without the use of
                                                                                           brakes and only
                                                                                           minimum thrust,
                                                                                           except for
                                                                                           airplanes requiring
                                                                                           asymmetric thrust
                                                                                           or braking to turn.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.2.................  Rate of Turn vs.      <plus-minus>10% or    Ground..............  Record a minimum of         X    X    X
                         Nosewheel Steering    <plus-minus>2[deg]/                         two speeds, greater
                         Angle (NWA).          sec. turn rate.                             than minimum
                                                                                           turning radius
                                                                                           speed, with a
                                                                                           spread of at least
                                                                                           5 knots
                                                                                           groundspeed, in
                                                                                           normal taxi speed
                                                                                           conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b...................  Takeoff.                                                          All commonly used
                                                                                           takeoff flap
                                                                                           settings are to be
                                                                                           demonstrated at
                                                                                           least once in the
                                                                                           tests for minimum
                                                                                           unstick (1.b.3.),
                                                                                           normal takeoff
                                                                                           (1.b.4.), critical
                                                                                           engine failure on
                                                                                           takeoff (1.b.5.),
                                                                                           or crosswind
                                                                                           takeoff (1.b.6.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.1.................  Ground Acceleration   <plus-minus>5% time   Takeoff.............  Record acceleration    X    X    X    X   May be combined with
                         Time and Distance.    and distance or                             time and distance                         normal takeoff
                                               <plus-minus>5% time                         for a minimum of                          (1.b.4.) or
                                               and <plus-minus>200                         80% of the time                           rejected takeoff
                                               ft (61 m) of                                from brake release                        (1.b.7.). Plotted
                                               distance.                                   to VR.                                    data should be
                                                                                          Preliminary aircraft                       shown using
                                                                                           certification data                        appropriate scales
                                                                                           may be used..                             for each portion of
                                                                                                                                     the maneuver.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.2.................  Minimum Control       <plus-minus>25% of    Takeoff.............  Engine failure speed   X    X    X    X   If a Vmcg test is
                         Speed-ground (Vmcg)   maximum airplane                            must be within                            not available an
                         using aerodynamic     lateral deviation                           <plus-minus>1 knot                        acceptable
                         controls only (per    or <plus-minus>5 ft                         of airplane engine                        alternative is a
                         applicable            (1.5 m).                                    failure speed.                            flight test snap
                         airworthiness         Additionally, for                           Engine thrust decay                       engine deceleration
                         standard) or          those simulators of                         must be that                              to idle at a speed
                         alternative low       airplanes with                              resulting from the                        between V1 and V1 -
                         speed engine          reversible flight                           mathematical model                        10 knots, followed
                         inoperative test to   control systems:                            for the engine                            by control of
                         demonstrate ground    Rudder pedal force;                         variant applicable                        heading using
                         control               <plus-minus>10% or                          to the FFS under                          aerodynamic control
                         characteristics.      <plus-minus>5 lb                            test. If the                              only. Recovery
                                               (2.2 daN).                                  modeled engine is                         should be achieved
                                                                                           not the same as the                       with the main gear
                                                                                           airplane                                  on the ground. To
                                                                                           manufacturer's                            ensure only
                                                                                           flight test engine,                       aerodynamic control
                                                                                           a further test may                        is used, nosewheel
                                                                                           be run with the                           steering should be
                                                                                           same initial                              disabled (i.e.,
                                                                                           conditions using                          castored) or the
                                                                                           the thrust from the                       nosewheel held
                                                                                           flight test data as                       slightly off the
                                                                                           the driving                               ground.
                                                                                           parameter.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26510]]

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

[[Page 26511]]

 
1.b.6.................  Crosswind Takeoff...  <plus-minus>3 kts     Takeoff.............  Record takeoff         X    X    X    X   In those situations
                                               airspeed, <plus-                            profile from brake                        where a maximum
                                               minus>1.5[deg]                              release to at least                       crosswind or a
                                               pitch angle, <plus-                         200 ft (61 m) AGL.                        maximum
                                               minus>1.5[deg]                              Requires test data,                       demonstrated
                                               angle of attack,                            including                                 crosswind is not
                                               <plus-minus>20 ft                           information on wind                       known, contact the
                                               (6 m) height, <plus-                        profile for a                             NSPM.
                                               minus>2[deg] bank                           crosswind
                                               angle, <plus-                               (expressed as
                                               minus>2[deg]                                direct head-wind
                                               sideslip angle;                             and direct cross-
                                               <plus-minus>3[deg]                          wind components) of
                                               heading angle.                              at least 60% of the
                                               Correct trend at                            maximum wind
                                               groundspeeds below                          measured at 33 ft
                                               40 kts. for rudder/                         (10 m) above the
                                               pedal and heading.                          runway.
                                               Additionally, for
                                               those simulators of
                                               airplanes with
                                               reversible flight
                                               control systems:
                                               <plus-minus>10% or
                                               <plus-minus>5 lb
                                               (2.2 daN) stick/
                                               column force, <plus-
                                               minus>10% or <plus-
                                               minus>3 lb (1.3
                                               daN) wheel force,
                                               <plus-minus>10% or
                                               <plus-minus>5 lb
                                               (2.2 daN) rudder
                                               pedal force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.7.................  Rejected Takeoff....  <plus-minus>5% time   Takeoff.............  Record time and        X    X    X    X   Autobrakes will be
                                               or <plus-minus>1.5                          distance from brake                       used where
                                               sec <plus-                                  release to full                           applicable.
                                               minus>7.5% distance                         stop. Speed for
                                               or <plus-minus>250                          initiation of the
                                               ft (<plus-minus>76                          reject must be at
                                               m).                                         least 80% of V1
                                                                                           speed. The airplane
                                                                                           must be at or near
                                                                                           the maximum takeoff
                                                                                           gross weight. Use
                                                                                           maximum braking
                                                                                           effort, auto or
                                                                                           manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.8.................  Dynamic Engine        <plus-minus>20% or    Takeoff.............  Engine failure speed             X    X   For safety
                         Failure After         <plus-minus>2[deg]/                         must be within                            considerations,
                         Takeoff.              sec body angular                            <plus-minus>3 Kts                         airplane flight
                                               rates.                                      of airplane data.                         test may be
                                                                                           Record Hands Off                          performed out of
                                                                                           from 5 secs. before                       ground effect at a
                                                                                           to at least 5 secs.                       safe altitude, but
                                                                                           after engine                              with correct
                                                                                           failure or 30[deg]                        airplane
                                                                                           Bank, whichever                           configuration and
                                                                                           occurs first.                             airspeed.
                                                                                           Engine failure may
                                                                                           be a snap
                                                                                           deceleration to
                                                                                           idle. CCA: Test in
                                                                                           Normal and Non-
                                                                                           normal control
                                                                                           state.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c...................  Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1.................  Normal Climb, all     <plus-minus>3 kts     Clean...............  Flight test data is    X    X    X    X
                         engines operating.    airspeed, <plus-                            preferred, however,
                                               minus>5% or <plus-                          airplane
                                               minus>100 FPM (0.5                          performance manual
                                               m/Sec.) climb rate.                         data is an
                                                                                           acceptable
                                                                                           alternative. Record
                                                                                           at nominal climb
                                                                                           speed and mid-
                                                                                           initial climb
                                                                                           altitude. Flight
                                                                                           simulator
                                                                                           performance must be
                                                                                           recorded over an
                                                                                           interval of at
                                                                                           least 1,000 ft.
                                                                                           (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26512]]

 
1.c.2.................  One engine            <plus-minus>3 kts     For part 23           Flight test data is    X    X    X    X
                         Inoperative.          airspeed, <plus-      airplanes, in         preferred, however,
                                               minus>5% or <plus-    accordance with       airplane
                                               minus>100 FPM (0.5    part 23. For part     performance manual
                                               m/Sec.) climb rate,   25 airplanes,         data is an
                                               but not less than     Second Segment        acceptable
                                               the climb gradient    Climb.                alternative. Test
                                               requirements of 14                          at weight,
                                               CFR part 23 or part                         altitude, or
                                               25, as appropriate.                         temperature
                                                                                           limiting
                                                                                           conditions. Record
                                                                                           at nominal climb
                                                                                           speed. Flight
                                                                                           simulator
                                                                                           performance must be
                                                                                           recorded over an
                                                                                           interval of at
                                                                                           least 1,000 ft.
                                                                                           (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.3.................  One Engine            <plus-minus>10%       Clean...............  Record results for               X    X
                         Inoperative En        time, <plus-                                at least a 5000 ft
                         route Climb.          minus>10% distance,                         (1550 m) climb
                                               <plus-minus>10%                             segment. Flight
                                               fuel used.                                  test data or
                                                                                           airplane
                                                                                           performance manual
                                                                                           data may be used.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.4.................  One Engine            <plus-minus>3 kts     Approach............  Record results at      X    X    X    X   The airplane should
                         Inoperative           airspeed, <plus-                            near maximum gross                        be configured with
                         Approach Climb (if    minus>5% or <plus-                          landing weight as                         all anti-ice and de-
                         operations in icing   minus>100 FPM (0.5                          defined in Appendix                       ice systems
                         conditions are        m/Sec.) climb rate,                         F of this part.                           operating normally,
                         authorized).          but not less than                           Flight test data or                       with the gear up
                                               the climb gradient                          airplane                                  and go-around flaps
                                               requirements of 14                          performance manual                        set. All icing
                                               CFR parts 23 or 25                          data may be used.                         accountability
                                               climb gradient, as                          Flight simulator                          considerations
                                               appropriate.                                performance must be                       should be applied
                                                                                           recorded over an                          in accordance with
                                                                                           interval of at                            the aircraft
                                                                                           least 1,000 ft.                           certification or
                                                                                           (300 m).                                  authorization for
                                                                                                                                     an approach in
                                                                                                                                     icing conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d...................  Cruise/Descent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.1.................  Level flight          <plus-minus>5% Time.  Cruise..............  Record results for a   X    X    X    X
                         acceleration.                                                     minimum of 50 kts
                                                                                           speed increase
                                                                                           using maximum
                                                                                           continuous thrust
                                                                                           rating or
                                                                                           equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.2.................  Level flight          <plus-minus>5% Time.  Cruise..............  Record results for a   X    X    X    X
                         deceleration.                                                     minimum of 50 kts.
                                                                                           speed decrease
                                                                                           using idle power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.3.................  Cruise performance..  <plus-minus>0.05 EPR  Cruise..............  May be a single                  X    X
                                               or <plus-minus>5%                           snapshot showing
                                               of N1, or <plus-                            instantaneous fuel
                                               minus>5% of Torque,                         flow or a minimum
                                               <plus-minus>5% of                           of 2 consecutive
                                               fuel flow.                                  snapshots with a
                                                                                           spread of at least
                                                                                           3 minutes in steady
                                                                                           flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.4.................  Idle descent........  <plus-minus>3 kt      Clean...............  Record a stabilized,   X    X    X    X
                                               airspeed, <plus-                            idle power descent
                                               minus>5% or <plus-                          at normal descent
                                               minus>200 ft/min                            speed at mid-
                                               (1.0m/sec) descent                          altitude. Flight
                                               rate.                                       simulator
                                                                                           performance must be
                                                                                           recorded over an
                                                                                           interval of at
                                                                                           least 1,000 ft.
                                                                                           (300 m).
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26513]]

 
1.d.5.................  Emergency descent...  <plus-minus>5 kt      N/A.................  Performance must be    X    X    X    X   The stabilized
                                               airspeed, <plus-                            recorded over an                          descent should be
                                               minus>5% or <plus-                          interval of at                            conducted with
                                               minus>300 ft/min                            least 3,000 ft (900                       speed brakes
                                               (1.5m/s) descent                            m).                                       extended, if
                                               rate.                                                                                 applicable, at mid-
                                                                                                                                     altitude and near
                                                                                                                                     Vmo speed or in
                                                                                                                                     accordance with
                                                                                                                                     emergency descent
                                                                                                                                     procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e...................  Stopping.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.1.................  Stopping time and     <plus-minus>5% of     Landing.............  Record time and        X    X    X    X
                         distance, using       time. For distance                          distance for at
                         manual application    up to 4000 ft (1220                         least 80% of the
                         of wheel brakes and   m): <plus-minus>200                         total time from
                         no reverse thrust     ft (61 m) or <plus-                         touch down to full
                         on a dry runway.      minus>10%,                                  stop. Data is
                                               whichever is                                required for
                                               smaller. For                                weights at medium
                                               distance greater                            and near maximum
                                               than 4000 ft (1220                          landing weights.
                                               m): <plus-minus>5%                          Data for brake
                                               of distance.                                system pressure and
                                                                                           position of ground
                                                                                           spoilers (including
                                                                                           method of
                                                                                           deployment, if
                                                                                           used) must be
                                                                                           provided.
                                                                                           Engineering data
                                                                                           may be used for the
                                                                                           medium gross weight
                                                                                           condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.2.................  Stopping time and     <plus-minus>5% time   Landing.............  Record time and        X    X    X    X
                         distance, using       and the smaller of                          distance for at
                         reverse thrust and    <plus-minus>10% or                          least 80% of the
                         no wheel brakes on    <plus-minus>200 ft                          total time from
                         a dry runway.         (61 m) of distance.                         initiation of
                                                                                           reverse thrust to
                                                                                           the minimum
                                                                                           operating speed
                                                                                           with full reverse
                                                                                           thrust. Data is
                                                                                           required for medium
                                                                                           and near maximum
                                                                                           landing gross
                                                                                           weights. Data on
                                                                                           the position of
                                                                                           ground spoilers,
                                                                                           (including method
                                                                                           of deployment, if
                                                                                           used) must be
                                                                                           provided.
                                                                                           Engineering data
                                                                                           may be used for the
                                                                                           medium gross weight
                                                                                           condition.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.3.................  Stopping distance,    <plus-minus>10% of    Landing.............  Either flight test               X    X
                         using wheel brakes    distance or <plus-                          data or
                         and no reverse        minus>200 ft (61 m).                        manufacturer's
                         thrust on a wet                                                   performance manual
                         runway.                                                           data must be used
                                                                                           where available.
                                                                                           Engineering data
                                                                                           based on dry runway
                                                                                           flight test
                                                                                           stopping distance
                                                                                           modified by the
                                                                                           effects of
                                                                                           contaminated runway
                                                                                           braking
                                                                                           coefficients are an
                                                                                           acceptable
                                                                                           alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26514]]

 
1.e.4.................  Stopping distance,    <plus-minus>10% of    Landing.............  Either flight test               X    X
                         using wheel brakes    distance or <plus-                          or manufacturer's
                         and no reverse        minus>200 ft (61 m).                        performance manual
                         thrust on an icy                                                  data must be used,
                         runway.                                                           where available.
                                                                                           Engineering data
                                                                                           based on dry runway
                                                                                           flight test
                                                                                           stopping distance
                                                                                           modified by the
                                                                                           effects of
                                                                                           contaminated runway
                                                                                           braking
                                                                                           coefficients are an
                                                                                           acceptable
                                                                                           alternative.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f...................  Engines.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.1.................  Acceleration........  (<plus-minus>10% Tt)  Approach or landing.  Record engine power    X    X    X    X   See Appendix F of
                                               and (<plus-                                 (N1, N2, EPR,                             this part for
                                               minus>10% Ti, or                            Torque) from flight                       definitions of Ti
                                               <plus-minus>0.25                            idle to go-around                         and Tt.
                                               sec.).                                      power for a rapid
                                                                                           (slam) throttle
                                                                                           movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.2.................  Deceleration........  (<plus-minus>10% Tt)  Ground..............  Record engine power    X    X    X    X   See Appendix F of
                                               and (<plus-                                 (N1, N2, EPR,                             this part for
                                               minus>10% Ti, or                            Torque) from Max T/                       definitions of Ti
                                               <plus-minus>0.25                            O power to 90%                            and Tt.
                                               sec.).                                      decay of Max T/O
                                                                                           power for a rapid
                                                                                           (slam) throttle
                                                                                           movement.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2. Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        For simulators requiring Static or Dynamic tests at the controls (i.e., column, wheel,                      Contact the NSPM for
                         rudder pedal), special test fixtures will not be required during initial or upgrade                         clarification of
                         evaluations if the sponsor's QTG/MQTG shows both test fixture results and the results                       any issue regarding
                         of an alternative approach, such as computer plots produced concurrently, that                              airplanes with
                         provide satisfactory agreement. Repeat of the alternative method during the initial                         reversible
                         or upgrade evaluation satisfies this test requirement. For initial and upgrade                              controls.
                         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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a...................  Static Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.a...............  Pitch Controller      <plus-minus>2 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (0.9 daN) breakout,                         an uninterrupted                          be validated (where
                         and Surface           <plus-minus>10% or                          control sweep to                          possible) with in-
                         Position              <plus-minus>5 lb                            the stops.                                flight data from
                         Calibration.          (2.2 daN) force,                                                                      tests such as
                                               <plus-minus>2[deg]                                                                    longitudinal static
                                               elevator.                                                                             stability or
                                                                                                                                     stalls. Static and
                                                                                                                                     dynamic flight
                                                                                                                                     control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.b...............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.a...............  Roll Controller       <plus-minus>2 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (0.9 daN) breakout,                         an uninterrupted                          be validated with
                         and Surface           <plus-minus>10% or                          control sweep to                          in-flight data from
                         Position              <plus-minus>3 lb                            the stops.                                tests such as
                         Calibration.          (1.3 daN) force,                                                                      engine out trims,
                                               <plus-minus>2[deg]                                                                    or steady state
                                               aileron, <plus-                                                                       sideslips. Static
                                               minus>3[deg]                                                                          and dynamic flight
                                               spoiler angle.                                                                        control tests
                                                                                                                                     should be
                                                                                                                                     accomplished at the
                                                                                                                                     same feel or impact
                                                                                                                                     pressures.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.b...............  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26515]]

 
2.a.3.a...............  Rudder Pedal          <plus-minus>5 lb      Ground..............  Record results for     X    X    X    X   Test results should
                         Position vs. Force    (2.2 daN) breakout,                         an uninterrupted                          be validated with
                         and Surface           <plus-minus>10% or                          control sweep to                          in-flight data from
                         Position              <plus-minus>5 lb                            the stops.                                tests such as
                         Calibration.          (2.2 daN) force,                                                                      engine out trims,
                                               <plus-minus>2[deg]                                                                    or steady state
                                               rudder angle.                                                                         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    <plus-minus>2 lb      Ground..............  Record results of an   X    X    X    X
                         Controller Force      (0.9 daN) breakout,                         uninterrupted
                         and Position          <plus-minus>10% or                          control sweep to
                         Calibration.          <plus-minus>3 lb                            the stops.
                                               (1.3 daN) force,
                                               <plus-minus>2[deg]
                                               nosewheel angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5.................  Rudder Pedal          <plus-minus>2[deg]    Ground..............  Record results of an   X    X    X    X
                         Steering              nosewheel angle.                            uninterrupted
                         Calibration.                                                      control sweep to
                                                                                           the stops.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6.................  Pitch Trim Indicator  <plus-minus>0.5[deg]  Ground..............                         X    X    X    X   The purpose of the
                         vs. Surface           of computed trim                                                                      test is to compare
                         Position              surface angle.                                                                        FFS against design
                         Calibration.                                                                                                data or equivalent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.7.................  Pitch Trim Rate.....  <plus-minus>10% trim  Ground and approach.  The trim rate must     X    X    X    X
                                               rate ([deg]/sec).                           be checked using
                                                                                           the pilot primary
                                                                                           trim (ground) and
                                                                                           using the autopilot
                                                                                           or pilot primary
                                                                                           trim in flight at
                                                                                           go-around flight
                                                                                           conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.8.................  Alignment of Flight   <plus-minus>5[deg]    Ground..............  Requires               X    X    X    X
                         Deck Throttle Lever   of throttle lever                           simultaneous
                         vs. Selected Engine   angle, or <plus-                            recording for all
                         Parameter.            minus>3% N1, or                             engines. The
                                               <plus-minus>.03                             tolerances apply
                                               EPR, or <plus-                              against airplane
                                               minus>3% maximum                            data and between
                                               rated manifold                              engines. In the
                                               pressure, or <plus-                         case of propeller
                                               minus>3% torque.                            powered airplanes,
                                               For propeller-                              if a propeller
                                               driven airplanes                            lever is present,
                                               where the propeller                         it must also be
                                               control levers do                           checked. For
                                               not have angular                            airplanes with
                                               travel, a tolerance                         throttle
                                               of <plus-minus>0.8                          ``detents,'' all
                                               inch (<plus-minus>2                         detents must be
                                               cm.) applies.                               presented. May be a
                                                                                           series of snapshot
                                                                                           test results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.9.................  Brake Pedal Position  <plus-minus>5 lb      Ground..............  Hydraulic system       X    X    X    X   FFS computer output
                         vs. Force and Brake   (2.2 daN) or 10%                            pressure must be                          results may be used
                         System Pressure       force, <plus-                               related to pedal                          to show compliance.
                         Calibration.          minus>150 psi (1.0                          position through a
                                               MPa) or <plus-                              ground static test.
                                               minus>10% brake
                                               system pressure.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b...................  Dynamic Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Tests 2.b.1., 2.b.2., and 2.b.3. are not applicable if dynamic response is generated    ...  ...  ...  ...
                         solely by use of airplane hardware in the FFS. Power setting is that required for
                         level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26516]]

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

[[Page 26517]]

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

[[Page 26518]]

 
2.b.5.................  Small Control         <plus-                Approach or landing.  Control inputs must              X    X
                         Inputs--Roll.         minus>0.15[deg]/sec                         be typical of minor
                                               body roll rate or                           corrections made
                                               <plus-minus>20% of                          while established
                                               peak body roll rate                         on an ILS approach
                                               applied throughout                          course, using from
                                               the time history.                           0.5[deg]/sec to
                                                                                           2[deg]/sec roll
                                                                                           rate. The test may
                                                                                           be run in only one
                                                                                           direction; however,
                                                                                           for airplanes that
                                                                                           exhibit non-
                                                                                           symmetrical
                                                                                           behavior, the test
                                                                                           must include both
                                                                                           directions. Time
                                                                                           history data must
                                                                                           be recorded from 5
                                                                                           seconds before
                                                                                           until at least 5
                                                                                           seconds after
                                                                                           initiation of
                                                                                           control input.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.6.................  Small Control         <plus-                Approach or landing.  Control inputs must              X    X
                         Inputs--Yaw.          minus>0.15[deg]/sec                         be typical of minor
                                               body yaw rate or                            corrections made
                                               <plus-minus>20% of                          while established
                                               peak body yaw rate                          on an ILS approach
                                               applied throughout                          course, using from
                                               the time history.                           0.5[deg]/sec to
                                                                                           2[deg]/sec yaw
                                                                                           rate. The test may
                                                                                           be run in only one
                                                                                           direction; however,
                                                                                           for airplanes that
                                                                                           exhibit non-
                                                                                           symmetrical
                                                                                           behavior, the test
                                                                                           must include both
                                                                                           directions. Time
                                                                                           history data must
                                                                                           be recorded from 5
                                                                                           seconds before
                                                                                           until at least 5
                                                                                           seconds after
                                                                                           initiation of
                                                                                           control input.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c...................  Longitudinal Control Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1.................  Power Change          <plus-minus>3 kt      Approach............  Power is changed       X    X    X    X
                         Dynamics.             airspeed, <plus-                            from the thrust
                                               minus>100 ft (30 m)                         setting required
                                               altitude, <plus-                            for approach or
                                               minus>20% or <plus-                         level flight to
                                               minus>1.5[deg]                              maximum continuous
                                               pitch angle.                                thrust or go-around
                                                                                           power setting.
                                                                                           Record the
                                                                                           uncontrolled free
                                                                                           response from at
                                                                                           least 5 seconds
                                                                                           before the power
                                                                                           change is initiated
                                                                                           to 15 seconds after
                                                                                           the power change is
                                                                                           completed.
                                                                                          CCA: Test in normal
                                                                                           and non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26519]]

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

[[Page 26520]]

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

[[Page 26521]]

 
2.c.9.................  Phugoid Dynamics....  <plus-minus>10%       Cruise..............  The test must          X    X    X    X
                                               period, <plus-                              include whichever
                                               minus>10% of time                           is less of the
                                               to \1/2\ or double                          following: Three
                                               amplitude or <plus-                         full cycles (six
                                               minus>.02 of                                overshoots after
                                               damping ratio.                              the input is
                                                                                           completed), or the
                                                                                           number of cycles
                                                                                           sufficient to
                                                                                           determine time to
                                                                                           \1/2\ or double
                                                                                           amplitude.
                                                                                          CCA: Test in Non-
                                                                                           normal control
                                                                                           states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.10................  Short Period          <plus-minus>1.5[deg]  Cruise..............  CCA: Test in Normal    X    X    X    X
                         Dynamics..            pitch angle or                              and Non-normal
                                               <plus-minus>2[deg]/                         control states.
                                               sec pitch rate,
                                               <plus-minus>0.10g
                                               acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.11................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d...................  Lateral Directional Tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Power setting is that required for level flight unless otherwise specified.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.................  Minimum Control       <plus-minus>3 kt      Takeoff or Landing    Takeoff thrust must    X    X    X    X   Low Speed Engine
                         Speed, Air (Vmca or   airspeed.             (whichever is most    be used on the                            Inoperative
                         Vmcl), per                                  critical in the       operating                                 Handling may be
                         Applicable                                  airplane).            engine(s). A time                         governed by a
                         Airworthiness                                                     history or a series                       performance or
                         Standard or Low                                                   of snapshot tests                         control limit that
                         Speed Engine                                                      may be used.                              prevents
                         Inoperative                                                      CCA: Test in Normal                        demonstration of
                         Handling                                                          or Non-normal                             Vmca or Vmcl in the
                         Characteristics in                                                control state..                           conventional
                         the Air.                                                                                                    manner.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2.................  Roll Response         <plus-minus>10% or    Cruise, and Approach  Record results for     X    X    X    X
                         (Rate)..              <plus-minus>2[deg]/   or Landing.           normal roll
                                               sec roll rate.                              controller
                                               Additionally, for                           deflection (about
                                               those simulators of                         one-third of
                                               airplanes with                              maximum roll
                                               reversible flight                           controller travel).
                                               control systems:                            May be combined
                                               <plus-minus>10% or                          with step input of
                                               <plus-minus>3 lb                            flight deck roll
                                               (1.3 daN) wheel                             controller test
                                               force.                                      (2.d.3.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.................  Roll Response to      <plus-minus>10% or    Approach or Landing.  Record from            X    X    X    X   With wings level,
                         Flight Deck Roll      <plus-minus>2[deg]                          initiation of roll                        apply a step roll
                         Controller Step       bank angle.                                 through 10 seconds                        control input using
                         Input.                                                            after control is                          approximately one-
                                                                                           returned to neutral                       third of the roll
                                                                                           and released. May                         controller travel.
                                                                                           be combined with                          When reaching
                                                                                           roll response                             approximately
                                                                                           (rate) test (2.d.2).                      20[deg] to 30[deg]
                                                                                          CCA: Test in Normal                        of bank, abruptly
                                                                                           and Non-normal                            return the roll
                                                                                           control states.                           controller to
                                                                                                                                     neutral and allow
                                                                                                                                     approximately 10
                                                                                                                                     seconds of airplane
                                                                                                                                     free response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.4.................  Spiral Stability....  Correct trend and     Cruise, and Approach  Record results for     X    X    X    X
                                               <plus-minus>2[deg]    or Landing.           both directions.
                                               or <plus-minus>10%                          Airplane data
                                               bank angle in 20                            averaged from
                                               seconds. Alternate                          multiple tests may
                                               test requires                               be used. As an
                                               correct trend and                           alternate test,
                                               <plus-minus>2[deg]                          demonstrate the
                                               aileron.                                    lateral control
                                                                                           required to
                                                                                           maintain a steady
                                                                                           turn with a bank
                                                                                           angle of 28[deg] to
                                                                                           32[deg].
                                                                                          CCA: Test in Non-
                                                                                           normal control
                                                                                           state.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26522]]

 
2.d.5.................  Engine Inoperative    <plus-minus>1[deg]    Second Segment        May be a series of     X    X    X    X   The test should be
                         Trim.                 rudder angle or       Climb, and Approach   snapshot tests.                           performed in a
                                               <plus-minus>1[deg]    or Landing.                                                     manner similar to
                                               tab angle or                                                                          that for which a
                                               equivalent pedal,                                                                     pilot is trained to
                                               <plus-minus>2[deg]                                                                    trim an engine
                                               sideslip angle.                                                                       failure condition.
                                                                                                                                     Second segment
                                                                                                                                     climb test should
                                                                                                                                     be at takeoff
                                                                                                                                     thrust. Approach or
                                                                                                                                     landing test should
                                                                                                                                     be at thrust for
                                                                                                                                     level flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.6.................  Rudder Response.....  <plus-minus>2[deg]/   Approach or Landing.  Record results for     X    X    X    X
                                               sec or <plus-                               stability
                                               minus>10% yaw rate.                         augmentation system
                                                                                           ON and OFF. A
                                                                                           rudder step input
                                                                                           of 20%-30% rudder
                                                                                           pedal throw is used.
                                                                                          CCA: Test in Normal
                                                                                           and Non-normal
                                                                                           control states.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.7.................  Dutch Roll, (Yaw      <plus-minus>0.5 sec   Cruise, and Approach  Record results for          X    X    X
                         Damper OFF).          or <plus-minus>10%    or Landing.           at least 6 complete
                                               of period, <plus-                           cycles with
                                               minus>10% of time                           stability
                                               to \1/2\ or double                          augmentation OFF.
                                               amplitude or <plus-                        CCA: Test in Non-
                                               minus>.02 of                                normal control
                                               damping ratio.                              state..
                                               <plus-minus>20% or
                                               <plus-minus>1 sec
                                               of time difference
                                               between peaks of
                                               bank and sideslip.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.8.................  Steady State          For given rudder      Approach or Landing.  Use at least two       X    X    X    X
                         Sideslip.             position <plus-                             rudder positions,
                                               minus>2[deg] bank                           one of which must
                                               angle, <plus-                               be near maximum
                                               minus>1[deg]                                allowable rudder.
                                               sideslip angle,                             Propeller driven
                                               <plus-minus>10% or                          airplanes must test
                                               <plus-minus>2[deg]                          in each direction.
                                               aileron, <plus-                             May be a series of
                                               minus>10% or <plus-                         snapshot test
                                               minus>5[deg]                                results.
                                               spoiler or
                                               equivalent roll,
                                               controller position
                                               or force.
                                               Additionally, for
                                               those simulators of
                                               airplanes with
                                               reversible flight
                                               control systems:
                                               <plus-minus>10% or
                                               <plus-minus>3 lb
                                               (1.3 daN) wheel
                                               force <plus-
                                               minus>10% or <plus-
                                               minus>5 lb (2.2
                                               daN) rudder pedal
                                               force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e...................  Landings.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.1.................  Normal Landing......  <plus-minus>3 kt      Landing.............  Record results from         X    X    X   Tests should be
                                               airspeed, <plus-                            a minimum of 200 ft                       conducted with two
                                               minus>1.5[deg]                              (61 m) AGL to                             normal landing flap
                                               pitch angle, <plus-                         nosewheel touchdown.                      settings (if
                                               minus>1.5[deg]                             CCA: Test in Normal                        applicable). One
                                               angle of attack,                            and Non-normal                            should be at or
                                               <plus-minus>10% or                          control states..                          near maximum
                                               <plus-minus>10 ft                                                                     certificated
                                               (3 m) height.                                                                         landing weight. The
                                               Additionally, for                                                                     other should be at
                                               those simulators of                                                                   light or medium
                                               airplanes with                                                                        landing weight.
                                               reversible flight
                                               control systems:
                                               <plus-minus>10% or
                                               <plus-minus>5 lbs
                                               (<plus-minus>2.2
                                               daN) stick/column
                                               force.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26523]]

 
2.e.2.................  Minimum Flap Landing  <plus-minus>3 kt      Minimum Certified     Record results from              X    X
                                               airspeed, <plus-      Landing Flap          a minimum of 200 ft
                                               minus>1.5[deg]        Configuration.        (61 m) AGL to
                                               pitch angle, <plus-                         nosewheel touchdown
                                               minus>1.5[deg]                              with airplane at
                                               angle of attack,                            near Maximum
                                               <plus-minus>10% or                          Landing Weight.
                                               <plus-minus>10 ft
                                               (3 m) height.
                                               Additionally, for
                                               those simulators of
                                               airplanes with
                                               reversible flight
                                               control systems:
                                               <plus-minus>10% or
                                               <plus-minus>5 lbs
                                               (2.2 daN) stick/
                                               column force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.3.................  Crosswind Landing...  <plus-minus>3 kt      Landing.............  Record results from         X    X    X   In those situations
                                               airspeed, <plus-                            a minimum of 200 ft                       where a maximum
                                               minus>1.5[deg]                              (61 m) AGL, through                       crosswind or a
                                               pitch angle, <plus-                         nosewheel touch-                          maximum
                                               minus>1.5[deg]                              down, to 50%                              demonstrated
                                               angle of attack,                            decrease in main                          crosswind is not
                                               <plus-minus>10% or                          landing gear                              known, contact the
                                               <plus-minus>10 ft                           touchdown speed.                          NSPM.
                                               (3 m) height <plus-                         Test data must
                                               minus>2[deg] bank                           include information
                                               angle, <plus-                               on wind profile,
                                               minus>2[deg]                                for a crosswind
                                               sideslip angle                              (expressed as
                                               <plus-minus>3[deg]                          direct head-wind
                                               heading angle.                              and direct cross-
                                               Additionally, for                           wind components) of
                                               those simulators of                         60% of the maximum
                                               airplanes with                              wind measured at 33
                                               reversible flight                           ft (10 m) above the
                                               control systems:                            runway.
                                               <plus-minus>10% or
                                               <plus-minus>3 lb
                                               (1.3 daN) wheel
                                               force <plus-
                                               minus>10% or <plus-
                                               minus>5 lb (2.2
                                               daN) rudder pedal
                                               force.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.4.................  One Engine            <plus-minus>3 kt      Landing.............  Record results from         X    X    X
                         Inoperative Landing.  airspeed, <plus-                            a minimum of 200 ft
                                               minus>1.5[deg]                              (61 m) AGL, through
                                               pitch angle, <plus-                         nosewheel touch-
                                               minus>1.5[deg]                              down, to 50%
                                               angle of attack,                            decrease in main
                                               <plus-minus>10%                             landing gear
                                               height or <plus-                            touchdown speed or
                                               minus>10 ft (3 m);                          less.
                                               <plus-minus>2[deg]
                                               bank angle, <plus-
                                               minus>2[deg]
                                               sideslip angle,
                                               <plus-minus>3[deg]
                                               heading.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.5.................  Autopilot landing     <plus-minus>5 ft      Landing.............  If autopilot                X    X    X   See Appendix F of
                         (if applicable).      (1.5 m) flare                               provides rollout                          this part for
                                               height, <plus-                              guidance, record                          definition of Tf.
                                               minus>0.5 sec Tf,                           lateral deviation
                                               or <plus-                                   from touchdown to a
                                               minus>10%Tf, <plus-                         50% decrease in
                                               minus>140 ft/min                            main landing gear
                                               (0.7 m/sec) rate of                         touchdown speed or
                                               descent at touch-                           less. Time of
                                               down. <plus-                                autopilot flare
                                               minus>10 ft (3 m)                           mode engage and
                                               lateral deviation                           main gear touchdown
                                               during rollout.                             must be noted.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.6.................  All engines           <plus-minus>3 kt                            Normal, all-engines-        X    X    X
                         operating,            airspeed, <plus-                            operating, go
                         autopilot, go         minus>1.5[deg]                              around with the
                         around.               pitch angle, <plus-                         autopilot engaged
                                               minus>1.5[deg]                              (if applicable) at
                                               angle of attack.                            medium landing
                                                                                           weight.
                                                                                          CCA: Test in normal
                                                                                           or non-normal
                                                                                           control states..
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26524]]

 
2.e.7.................  One engine            <plus-minus>3 kt                            The one engine              X    X    X
                         inoperative go        airspeed, <plus-                            inoperative go
                         around.               minus>1.5[deg]                              around is required
                                               pitch angle, <plus-                         at near maximum
                                               minus>1.5[deg]                              certificated
                                               angle of attack,                            landing weight with
                                               <plus-minus>2[deg]                          the critical engine
                                               bank angle, <plus-                          inoperative using
                                               minus>2[deg]                                manual controls. If
                                               slideslip angle.                            applicable, an
                                                                                           additional engine
                                                                                           inoperative go
                                                                                           around test must be
                                                                                           accomplished with
                                                                                           the autopilot
                                                                                           engaged.
                                                                                          CCA: Non-autopilot
                                                                                           test in Non-normal
                                                                                           control state..
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.8.................  Directional control   <plus-minus>2[deg]/   Landing.............  Record results              X    X    X
                         (rudder               sec yaw rate. <plus-                        starting from a
                         effectiveness) with   minus>5 kts                                 speed approximating
                         symmetric reverse     airspeed.                                   touchdown speed to
                         thrust.                                                           the minimum thrust
                                                                                           reverser operation
                                                                                           speed. With full
                                                                                           reverse thrust,
                                                                                           apply yaw control
                                                                                           in both directions
                                                                                           until reaching
                                                                                           minimum thrust
                                                                                           reverser operation
                                                                                           speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.e.9.................  Directional control   <plus-minus>5 kt      Landing.............  Maintain heading            X    X    X
                         (rudder               airspeed. <plus-                            with yaw control
                         effectiveness) with   minus>3[deg]                                with full reverse
                         asymmetric reverse    heading angle.                              thrust on the
                         thrust.                                                           operating
                                                                                           engine(s). Record
                                                                                           results starting
                                                                                           from a speed
                                                                                           approximating
                                                                                           touchdown speed to
                                                                                           a speed at which
                                                                                           control of yaw
                                                                                           cannot be
                                                                                           maintained or until
                                                                                           reaching minimum
                                                                                           thrust reverser
                                                                                           operation speed,
                                                                                           whichever is
                                                                                           higher. The
                                                                                           tolerance applies
                                                                                           to the low speed
                                                                                           end of the data
                                                                                           recording.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.f...................  Ground Effect.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Test to demonstrate   <plus-minus>1[deg]    Landing.............  The Ground Effect           X    X    X   See paragraph on
                         Ground Effect.        elevator <plus-                             model must be                             Ground Effect in
                                               minus>0.5[deg]                              validated by the                          this attachment for
                                               stabilizer angle,                           test selected and a                       additional
                                               <plus-minus>5% net                          rationale must be                         information.
                                               thrust or                                   provided for
                                               equivalent, <plus-                          selecting the
                                               minus>1[deg] angle                          particular test.
                                               of attack, <plus-
                                               minus>10% height or
                                               <plus-minus>5 ft
                                               (1.5 m), <plus-
                                               minus>3 kt
                                               airspeed, <plus-
                                               minus>1[deg] pitch
                                               angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.g...................  Windshear.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                        Four tests, two       See Attachment 5 of   Takeoff and Landing.  Requires windshear               X    X   See Attachment 5 of
                         takeoff and two       this appendix.                              models that provide                       this appendix for
                         landing, with one                                                 training in the                           information related
                         of each conducted                                                 specific skills                           to Level A and B
                         in still air and                                                  needed to recognize                       simulators.
                         the other with                                                    windshear phenomena
                         windshear active to                                               and to execute
                         demonstrate                                                       recovery
                         windshear models.                                                 procedures. See
                                                                                           Attachment 5 of
                                                                                           this appendix for
                                                                                           tests, tolerances,
                                                                                           and procedures.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26525]]

 
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...........  <plus-minus>5 kt      Cruise..............                              X    X    X
                                               airspeed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.2.................  Minimum Speed.......  <plus-minus>3 kt      Takeoff, Cruise, and                              X    X    X
                                               airspeed.             Approach or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.3.................  Load Factor.........  <plus-minus>0.1 g     Takeoff, Cruise.....                              X    X    X
                                               normal load factor.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.4.................  Pitch Angle.........  <plus-minus>1.5[deg]  Cruise, Approach....                              X    X    X
                                               pitch angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.5.................  Bank Angle..........  <plus-minus>2[deg]    Approach............                              X    X    X
                                               or <plus-minus>10%
                                               bank angle.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.h.6.................  Angle of Attack.....  <plus-minus>1.5[deg]  Second Segment                                    X    X    X
                                               angle of attack.      Climb, and Approach
                                                                     or Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3. Motion System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.a...................  Frequency response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  Required as part of    X    X    X    X
                                               Capability.                                 the MQTG. The test
                                                                                           must demonstrate
                                                                                           frequency response
                                                                                           of the motion
                                                                                           system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.b...................  Leg balance.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  Required as part of    X    X    X    X
                                               Capability.                                 the MQTG. The test
                                                                                           must demonstrate
                                                                                           motion system leg
                                                                                           balance as
                                                                                           specified by the
                                                                                           applicant for
                                                                                           flight simulator
                                                                                           qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.c...................  Turn-around check.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Based on Simulator    N/A.................  Required as part of    X    X    X    X
                                               Capability.                                 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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.d...................  Motion system repeatability.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              With the same input   Accomplished in both  Required as part of    X    X    X    X   This test ensures
                                               signal, the test      the ``ground'' mode   the MQTG. The                             that motion system
                                               results must be       and in the            assessment                                hardware and
                                               repeatable to         ``flight'' mode of    procedures must be                        software (in normal
                                               within <plus-         the motion system     designed to ensure                        flight simulator
                                               minus>0.05 g actual   operation.            that the motion                           operating mode)
                                               platform linear                             system hardware and                       continue to perform
                                               acceleration.                               software (in normal                       as originally
                                                                                           flight simulator                          qualified.
                                                                                           operating mode)                           Performance changes
                                                                                           continue to perform                       from the original
                                                                                           as originally                             baseline can be
                                                                                           qualified.                                readily identified
                                                                                                                                     with this
                                                                                                                                     information.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26526]]

 
3.e...................  Motion cueing performance signature. Required as part of MQTG. For the following set                        These tests should
                         of maneuvers record the relevant motion variables.                                                          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  As specified by the   Ground..............  Pitch attitude due     X    X    X    X   Associated with test
                         to V2).               sponsor for flight                          to initial climb                          1.b.4.
                                               simulator                                   must dominate over
                                               qualification.                              cab tilt due to
                                                                                           longitudinal
                                                                                           acceleration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.2.................  Engine failure        As specified by the   Ground..............                         X    X    X    X   Associated with test
                         between V1 and VR.    sponsor for flight                                                                    1.b.5.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.3.................  Pitch change during   As specified by the   Flight..............                              X    X    X   Associated with test
                         go-around.            sponsor for flight                                                                    2.e.6.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.4.................  Configuration         As specified by the   Flight..............                         X    X    X    X   Associated with
                         changes.              sponsor for flight                                                                    tests 2.c.2. and
                                               simulator                                                                             2.c.4.
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.5.................  Power change          As specified by the   Flight..............                         X    X    X    X   Associated with test
                         dynamics.             sponsor for flight                                                                    2.c.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.6.................  Landing flare.......  As specified by the   Flight..............                              X    X    X   Associated with test
                                               sponsor for flight                                                                    2.e.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.e.7.................  Touchdown bump......  As specified by the   Ground..............                                   X    X   Associated with test
                                               sponsor for flight                                                                    2.e.1.
                                               simulator
                                               qualification.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f...................  Characteristic motion vibrations. The recorded test results for characteristic buffets
                         must allow the comparison of relative amplitude versus frequency.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.1.................  Thrust effect with    Simulator test        Ground..............  The test must be                      X
                         brakes set.           results must                                conducted within 5%
                                               exhibit the overall                         of the maximum
                                               appearance and                              possible thrust
                                               trends of the                               with brakes set.
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.2.................  Buffet with landing   Simulator test        Flight..............  The test must be                      X
                         gear extended.        results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         landing gear
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26527]]

 
3.f.3.................  Buffet with flaps     Simulator test        Flight..............  The test must be                      X
                         extended.             results must                                conducted at a
                                               exhibit the overall                         nominal, mid-range
                                               appearance and                              airspeed; i.e.,
                                               trends of the                               sufficiently below
                                               airplane data, with                         flap extension
                                               at least three (3)                          limiting airspeed
                                               of the predominant                          to avoid
                                               frequency                                   inadvertently
                                               ``spikes'' being                            exceeding this
                                               present within                              limitation.
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.4.................  Buffet with           Simulator test        Flight..............                                        X
                         speedbrakes           results must
                         deployed.             exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.5.................  Buffet at approach-   Simulator test        Flight..............  The test must be                      X
                         to-stall.             results must                                conducted for
                                               exhibit the overall                         approach to stall.
                                               appearance and                              Post stall
                                               trends of the                               characteristics are
                                               airplane data, with                         not required.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.6.................  Buffet at high        Simulator test        Flight..............                                        X   The test may be
                         airspeeds or high     results must                                                                          conducted during
                         Mach.                 exhibit the overall                                                                   either a high speed
                                               appearance and                                                                        maneuver (e.g.,
                                               trends of the                                                                         ``wind-up'' turn)
                                               airplane data, with                                                                   or at high Mach.
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.f.7.................  In-flight vibrations  Simulator test        Flight (clean                                               X
                         for propeller         results must          configuration).
                         driven airplanes.     exhibit the overall
                                               appearance and
                                               trends of the
                                               airplane data, with
                                               at least three (3)
                                               of the predominant
                                               frequency
                                               ``spikes'' being
                                               present within
                                               <plus-minus>2 Hz.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4. Visual System.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a...................  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test                           See additional
                         4.a., Visual System Response Time Test. This test also suffices for motion system                           information in this
                         response timing and flight deck instrument response timing. Motion onset should occur                       attachment; also
                         before the start of the visual scene change (the start of the scan of the first video                       see Table A1A,
                         field containing different information) but must occur before the end of the scan of                        entry 2.g.
                         that video field. Instrument response may not occur prior to motion onset.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1.................  Latency.............
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              300 ms (or less)      Take-off, cruise,     One test is required   X    X             The visual scene or
                                               after airplane        and approach or       in each axis                              test pattern used
                                               response.             landing.              (pitch, roll and                          during the response
                                                                                           yaw) for each of                          testing should be
                                                                                           the three                                 representative of
                                                                                           conditions (take-                         the system
                                                                                           off, cruise, and                          capacities required
                                                                                           approach or                               to meet the
                                                                                           landing).                                 daylight, twilight
                                                                                                                                     (dusk/dawn) and/or
                                                                                                                                     night visual
                                                                                                                                     capability as
                                                                                                                                     appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26528]]

 
                                              150 ms (or less)      Take-off, cruise,     One test is required             X    X
                                               after airplane        and approach or       in each axis
                                               response.             landing.              (pitch, roll and
                                                                                           yaw) for each of
                                                                                           the three
                                                                                           conditions (take-
                                                                                           off, cruise, and
                                                                                           approach or
                                                                                           landing)..
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2.................  Transport Delay.....
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              300 ms (or less)      N/A.................  A separate test is     X    X             If Transport Delay
                                               after controller                            required in each                          is the chosen
                                               movement.                                   axis (pitch, roll,                        method to
                                                                                           and yaw).                                 demonstrate
                                                                                                                                     relative responses,
                                                                                                                                     the sponsor and the
                                                                                                                                     NSPM will use the
                                                                                                                                     latency values to
                                                                                                                                     ensure proper
                                                                                                                                     simulator response
                                                                                                                                     when reviewing
                                                                                                                                     those existing
                                                                                                                                     tests where latency
                                                                                                                                     can be identified
                                                                                                                                     (e.g., short
                                                                                                                                     period, roll
                                                                                                                                     response, rudder
                                                                                                                                     response)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              150 ms (or less)      N/A.................  A separate test is               X    X
                                               after controller                            required in each
                                               movement.                                   axis (pitch, roll,
                                                                                           and yaw).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b...................  Field-of-view.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.1.................  Continuous            Continuous            N/A.................  Required as part of    X    X             A vertical field-of-
                         collimated visual     collimated field-of-                        MQTG but not                              view of 30[deg] may
                         field-of-view.        view providing at                           required as part of                       be insufficient to
                                               least 45[deg]                               continuing                                meet visual ground
                                               horizontal and                              evaluations.                              segment
                                               30[deg] vertical                                                                      requirements.
                                               field-of-view for
                                               each pilot seat.
                                               Both pilot seat
                                               visual systems must
                                               be operable
                                               simultaneously.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.2.................  (Reserved)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.b.3.................  Continuous,           Continuous field-of-  N/A.................  An SOC is required               X    X   The horizontal field-
                         collimated, field-    view of at least                            and must explain                          of-view is
                         of-view.              176[deg]                                    the geometry of the                       traditionally
                                               horizontally and                            installation.                             described as a
                                               36[deg] vertically.                         Horizontal field-of-                      180[deg] field-of-
                                                                                           view must be at                           view. However, the
                                                                                           least 176[deg]                            field-of-view is
                                                                                           (including not less                       technically no less
                                                                                           than 88[deg] either                       than 176[deg].
                                                                                           side of the center                        Field-of-view
                                                                                           line of the design                        should be measured
                                                                                           eye point).                               using a visual test
                                                                                           Additional                                pattern filling the
                                                                                           horizontal field-of-                      entire visual scene
                                                                                           view capability may                       (all channels) with
                                                                                           be added at the                           a matrix of black
                                                                                           sponsor's                                 and white 5[deg]
                                                                                           discretion provided                       squares. The
                                                                                           the minimum field-                        installed alignment
                                                                                           of-view is                                should be addressed
                                                                                           retained. Vertical                        in the SOC.
                                                                                           field-of-view must
                                                                                           be at least 36[deg]
                                                                                           from each pilot's
                                                                                           eye point. Required
                                                                                           as part of MQTG but
                                                                                           not required as
                                                                                           part of continuing
                                                                                           qualification
                                                                                           evaluations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.c...................  System geometry.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26529]]

 
                                              5[deg] even angular   N/A.................  The angular spacing    X    X    X    X   The purpose of this
                                               spacing within                              of any chosen                             test is to evaluate
                                               <plus-minus>1[deg]                          5[deg] square and                         local linearity of
                                               as measured from                            the relative                              the displayed image
                                               either pilot eye                            spacing of adjacent                       at either pilot eye
                                               point and within                            squares must be                           point. System
                                               1.5[deg] for                                within the stated                         geometry should be
                                               adjacent squares.                           tolerances.                               measured using a
                                                                                                                                     visual test pattern
                                                                                                                                     filling the entire
                                                                                                                                     visual scene (all
                                                                                                                                     channels) with a
                                                                                                                                     matrix of black and
                                                                                                                                     white 5[deg]
                                                                                                                                     squares with light
                                                                                                                                     points at the
                                                                                                                                     intersections.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.d...................  Surface contrast ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not less than 5:1...  N/A.................  The ratio is                     X    X   Measurements should
                                                                                           calculated by                             be made using a
                                                                                           dividing the                              1[deg] spot
                                                                                           brightness level of                       photometer and a
                                                                                           the center, bright                        raster drawn test
                                                                                           square (providing                         pattern filling the
                                                                                           at least 2 foot-                          entire visual scene
                                                                                           lamberts or 7 cd/                         (all channels) with
                                                                                           m\2\) by the                              a test pattern of
                                                                                           brightness level of                       black and white
                                                                                           any adjacent dark                         squares, 5[deg] per
                                                                                           square. This                              square, with a
                                                                                           requirement is                            white square in the
                                                                                           applicable to any                         center of each
                                                                                           level of simulator                        channel. During
                                                                                           equipped with a                           contrast ratio
                                                                                           daylight visual                           testing, simulator
                                                                                           system.                                   aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e...................  Highlight brightness.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              Not less than six     N/A.................  Measure the                      X    X   Measurements should
                                               (6) foot-lamberts                           brightness of a                           be made using a
                                               (20 cd/m\2\).                               white square while                        1[deg] spot
                                                                                           superimposing a                           photometer and a
                                                                                           highlight on that                         raster drawn test
                                                                                           white square. The                         pattern filling the
                                                                                           use of calligraphic                       entire visual scene
                                                                                           capabilities to                           (all channels) with
                                                                                           enhance the raster                        a test pattern of
                                                                                           brightness is                             black and white
                                                                                           acceptable;                               squares, 5[deg] per
                                                                                           however, measuring                        square, with a
                                                                                           lightpoints is not                        white square in the
                                                                                           acceptable. This                          center of each
                                                                                           requirement is                            channel.
                                                                                           applicable to any
                                                                                           level of simulator
                                                                                           equipped with a
                                                                                           daylight visual
                                                                                           system.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.f...................  Surface resolution
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26530]]

 
                                              Not greater than two  N/A.................  An SOC is required               X    X   When the eye is
                                               (2) arc minutes.                            and must include                          positioned on a
                                                                                           the relevant                              3[deg] glide slope
                                                                                           calculations and an                       at the slant range
                                                                                           explanation of                            distances indicated
                                                                                           those calculations.                       with white runway
                                                                                           This requirement is                       markings on a black
                                                                                           applicable to any                         runway surface, the
                                                                                           level of simulator                        eye will subtend
                                                                                           equipped with a                           two (2) arc
                                                                                           daylight visual                           minutes: (1) A
                                                                                           system.                                   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      N/A.................  An SOC is required               X    X   Light point size
                                               five (5) arc-                               and must include                          should be measured
                                               minutes.                                    the relevant                              using a test
                                                                                           calculations and an                       pattern consisting
                                                                                           explanation of                            of a centrally
                                                                                           those calculations.                       located single row
                                                                                           This requirement is                       of light points
                                                                                           applicable to any                         reduced in length
                                                                                           level of simulator                        until modulation is
                                                                                           equipped with a                           just discernible in
                                                                                           daylight visual                           each visual
                                                                                           system.                                   channel. A row of
                                                                                                                                     48 lights will form
                                                                                                                                     a 4[deg] angle or
                                                                                                                                     less.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h...................  Light point contrast ratio.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.1.................  For Level A and B     Not less than 10:1..  N/A.................  An SOC is required     X    X             A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                           the relevant                              to measure a square
                                                                                           calculations.                             of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.2.................  For Level C and D     Not less than 25:1..  N/A.................  An SOC is required               X    X   A 1[deg] spot
                         simulators.                                                       and must include                          photometer is used
                                                                                           the relevant                              to measure a square
                                                                                           calculations.                             of at least 1[deg]
                                                                                                                                     filled with light
                                                                                                                                     points (where light
                                                                                                                                     point modulation is
                                                                                                                                     just discernible)
                                                                                                                                     and compare the
                                                                                                                                     results to the
                                                                                                                                     measured adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26531]]

 
4.i...................  Visual ground segment
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              The visible segment   Landing               The QTG must contain   X    X    X    X   Pre-position for
                                               in the simulator      configuration, with   appropriate                               this test is
                                               must be <plus-        the aircraft          calculations and a                        encouraged but may
                                               minus>20% of the      trimmed for the       drawing showing the                       be achieved via
                                               segment computed to   appropriate           pertinent data used                       manual or autopilot
                                               be visible from the   airspeed, where the   to establish the                          control to the
                                               airplane flight       MLG are at 100 ft     airplane location                         desired position.
                                               deck. This            (30 m) above the      and the segment of
                                               tolerance may be      plane of the          the ground that is
                                               applied at the far    touchdown zone,       visible considering
                                               end of the            while on the          design eyepoint,
                                               displayed segment.    electronic glide      the airplane
                                               However, lights and   slope with an RVR     attitude, flight
                                               ground objects        value set at 1,200    deck cut-off angle,
                                               computed to be        ft (350 m).           and a visibility of
                                               visible from the                            1200 ft (350 m)
                                               airplane flight                             RVR. Simulator
                                               deck at the near                            performance must be
                                               end of the visible                          measured against
                                               segment must be                             the QTG
                                               visible in the                              calculations. The
                                               simulator.                                  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..
--------------------------------------------------------------------------------------------------------------------------------------------------------
5. Sound System.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26532]]

 
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      <plus-minus>5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                           start with the
                                                                                           Auxiliary Power
                                                                                           Unit operating, if
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.2.................  All engines at idle.  <plus-minus>5 dB per  Ground..............  Normal condition                      X
                                               \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.3.................  All engines at        <plus-minus>5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         thrust with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.4.................  Climb...............  <plus-minus>5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.5.................  Cruise..............  <plus-minus>5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.6.................  Speedbrake /          <plus-minus>5 dB per  Cruise..............  Normal and constant                   X
                         spoilers extended     \1/3\ octave band.                          speedbrake
                         (as appropriate).                                                 deflection for
                                                                                           descent at a
                                                                                           constant airspeed
                                                                                           and power setting.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.7.................  Initial approach....  <plus-minus>5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps and
                                                                                           slats, as
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.a.8.................  Final approach......  <plus-minus>5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                           flaps.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b...................  Propeller airplanes.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.1.................  Ready for engine      <plus-minus>5 dB per  Ground..............  Normal conditions                     X
                         start.                \1/3\ octave band.                          prior to engine
                                                                                           start with the
                                                                                           Auxiliary Power
                                                                                           Unit operating, if
                                                                                           appropriate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.2.................  All propellers        <plus-minus>5 dB per  Ground..............  Normal condition                      X
                         feathered.            \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.3.................  Ground idle or        <plus-minus>5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.4.................  Flight idle or        <plus-minus>5 dB per  Ground..............  Normal condition                      X
                         equivalent.           \1/3\ octave band.                          prior to takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.5.................  All engines at        <plus-minus>5 dB per  Ground..............  Normal condition                      X
                         maximum allowable     \1/3\ octave band.                          prior to takeoff.
                         power with brakes
                         set.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.6.................  Climb...............  <plus-minus>5 dB per  En-route climb......  Medium altitude.....                  X
                                               \1/3\ octave band.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.7.................  Cruise..............  <plus-minus>5 dB per  Cruise..............  Normal cruise                         X
                                               \1/3\ octave band.                          configuration.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26533]]

 
5.b.8.................  Initial approach....  <plus-minus>5 dB per  Approach............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear up, flaps
                                                                                           extended as
                                                                                           appropriate, RPM as
                                                                                           per operating
                                                                                           manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.b.9.................  Final Approach......  <plus-minus>5 dB per  Landing.............  Constant airspeed,                    X
                                               \1/3\ octave band.                          gear down, full
                                                                                           flaps, RPM as per
                                                                                           operating manual.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.c...................  Special cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              <plus-minus>5 dB per  As appropriate......                                        X   These special cases
                                               \1/3\ octave band.                                                                    are identified as
                                                                                                                                     particularly
                                                                                                                                     significant during
                                                                                                                                     critical phases of
                                                                                                                                     flight and ground
                                                                                                                                     operations for a
                                                                                                                                     specific airplane
                                                                                                                                     type or model.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.d...................  Background noise.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              <plus-minus>3 dB per                        Results of the                        X   The sound in the
                                               \1/3\ octave band.                          background noise at                       simulator will be
                                                                                           initial                                   evaluated to ensure
                                                                                           qualification must                        that the background
                                                                                           be included in the                        noise does not
                                                                                           MQTG. Measurements                        interfere with
                                                                                           must be made with                         training, testing,
                                                                                           the simulation                            or checking.
                                                                                           running, the sound
                                                                                           muted and a
                                                                                           ``dead'' flight
                                                                                           deck.
--------------------------------------------------------------------------------------------------------------------------------------------------------
5.e...................  Frequency response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                              <plus-minus>5 dB on                         Applicable only to                    X   Measurements are
                                               three (3)                                   Continuing                                compared to those
                                               consecutive bands                           Qualification                             taken during
                                               when compared to                            Evaluations. If                           initial
                                               initial evaluation;                         frequency response                        qualification
                                               and <plus-minus>2                           plots are provided                        evaluation.
                                               dB when comparing                           for each channel at
                                               the average of the                          the initial
                                               absolute                                    qualification
                                               differences between                         evaluation, these
                                               initial and                                 plots may be
                                               continuing                                  repeated at the
                                               qualification                               continuing
                                               evaluation.                                 qualification
                                                                                           evaluation with the
                                                                                           following
                                                                                           tolerances applied:
                                                                                           (a) The continuing
                                                                                           qualification \1/3\
                                                                                           octave band
                                                                                           amplitudes must not
                                                                                           exceed <plus-
                                                                                           minus>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).
--------------------------------------------------------------------------------------------------------------------------------------------------------

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

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

[[Page 26534]]

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 
non-uniform periods in the response. Each period will be 
independently compared to the respective period of the airplane 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when 
applying the tolerance to small overshoots since the significance of 
such overshoots becomes questionable. Only those overshoots larger 
than 5 per cent of the total initial displacement should be 
considered. The residual band, labeled T(Ad) on Figure A2A is <plus-
minus>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 <plus-minus>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).....................................  <plus-minus>10% of P0.
T(P1).....................................  <plus-minus>20% of P1.
T(P2).....................................  <plus-minus>30% of P2.
T(Pn).....................................  <plus-minus>10(n+1)% of Pn.
T(An).....................................  <plus-minus>10% of A1.
T(Ad).....................................  <plus-minus>5% of Ad =
                                             residual band.
 

    Significant overshoots, First overshoot and <plus-minus>1 
subsequent overshoots.
    (b) The following tolerance applies to critically damped and 
overdamped systems only. See Figure A2B for an illustration of the 
reference measurements:

 
T(P0).....................................  <plus-minus>10% of P0
 

End Information

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

Begin QPS Requirement

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

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

    (d) Tolerances
    (i) Static test; see Table A2A, FFS Objective Tests, Entries 
2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test--<plus-minus> 2 lbs (0.9 daN) or <plus-minus> 
10% on dynamic increment above static test.

End QPS Requirement

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

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

[[Page 26535]]

conventionally accepted methods will have to be used.
BILLING CODE 4913-13-P

[[Page 26536]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.000


[[Page 26537]]


[GRAPHIC] [TIFF OMITTED] TR09MY08.001

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 outside-
world visual information, whole-body motion feedback is essential in 
assisting the pilot to control the airplane dynamics, particularly 
in the presence of external disturbances. The motion system should 
meet basic objective performance criteria, and should be 
subjectively tuned at the pilot's seat position to represent the 
linear and angular accelerations of the airplane during a prescribed 
minimum set of maneuvers and conditions. The response of the motion 
cueing system should also be repeatable.
    (2) The Motion System tests in Section 3 of Table A2A are 
intended to qualify the FFS motion cueing system from a mechanical 
performance standpoint. Additionally, the list of motion effects 
provides a representative sample of dynamic conditions that should 
be present in the flight simulator. An additional list of 
representative, training-critical maneuvers, selected from Section 1 
(Performance tests), and Section 2 (Handling Qualities tests), in 
Table A2A, that should be recorded during initial qualification (but 
without tolerance) to indicate the flight simulator motion cueing 
performance signature have been identified (reference Section 3.e). 
These tests are intended to help improve the overall standard of FFS 
motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency 
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as 
described in the Table of Objective Tests, is to demonstrate the 
performance of the motion system hardware, and to check the 
integrity of the motion set-up with regard to calibration and wear. 
These tests are independent of the motion cueing software and should 
be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to 
ensure that the motion system software and motion system hardware 
have not degraded or changed over time. This diagnostic test should 
be completed during continuing qualification checks in lieu of the 
robotic tests. This will allow an improved ability to determine 
changes in the software or determine degradation in the hardware.

[[Page 26538]]

The following information delineates the methodology that should be 
used for this test.
    (1) Input: The inputs should be such that rotational 
accelerations, rotational rates, and linear accelerations are 
inserted before the transfer from airplane center of gravity to 
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 
deg/sec and 0.3 g, respectively, to provide adequate analysis of the 
output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will 
comprise accelerations due to both the linear and rotational motion 
acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide 
quantitative time history records of motion system response to a 
selected set of automated QTG maneuvers during initial 
qualification. This is not intended to be a comparison of the motion 
platform accelerations against the flight test recorded 
accelerations (i.e., not to be compared against airplane cueing). If 
there is a modification to the initially qualified motion software 
or motion hardware (e.g., motion washout filter, simulator payload 
change greater than 10%) then a new baseline may need to be 
established.
    (2) Test Selection. The conditions identified in Section 3.e. in 
Table A2A are those maneuvers where motion cueing is the most 
discernible. They are general tests applicable to all types of 
airplanes and should be completed for motion cueing performance 
signature at any time acceptable to the NSPM prior to or during the 
initial qualification evaluation, and the results included in the 
MQTG.
    (3) Priority. Motion system should be designed with the intent 
of placing greater importance on those maneuvers that directly 
influence pilot perception and control of the airplane motions. For 
the maneuvers identified in section 3.e. in Table A2A, the flight 
simulator motion cueing system should have a high tilt co-ordination 
gain, high rotational gain, and high correlation with respect to the 
airplane simulation model.
    (4) Data Recording. The minimum list of parameters provided 
should allow for the determination of the flight simulator's motion 
cueing performance signature for the initial qualification 
evaluation. The following parameters are recommended as being 
acceptable to perform such a function:
    (a) Flight model acceleration and rotational rate commands at 
the pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion 
vibrations may be used to verify that the flight simulator can 
reproduce the frequency content of the airplane when flown in 
specific conditions. The test results should be presented as a Power 
Spectral Density (PSD) plot with frequencies on the horizontal axis 
and amplitude on the vertical axis. The airplane data and flight 
simulator data should be presented in the same format with the same 
scaling. The algorithms used for generating the flight simulator 
data should be the same as those used for the airplane data. If they 
are not the same then the algorithms used for the flight simulator 
data should be proven to be sufficiently comparable. As a minimum, 
the results along the dominant axes should be presented and a 
rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot 
should be considered while focusing on the dominant frequencies. 
Less emphasis should be placed on the differences at the high 
frequency and low amplitude portions of the PSD plot. During the 
analysis, certain structural components of the flight simulator have 
resonant frequencies that are filtered and may not appear in the PSD 
plot. If filtering is required, the notch filter bandwidth should be 
limited to 1 Hz to ensure that the buffet feel is not adversely 
affected. In addition, a rationale should be provided to explain 
that the characteristic motion vibration is not being adversely 
affected by the filtering. The amplitude should match airplane data 
as described below. However, if the PSD plot was altered for 
subjective reasons, a rationale should be provided to justify the 
change. If the plot is on a logarithmic scale, it may be difficult 
to interpret the amplitude of the buffet in terms of acceleration. 
For example, a 1x10<SUP>-3</SUP> g-rms<SUP>2</SUP>/Hz would describe 
a heavy buffet and may be seen in the deep stall regime. 
Alternatively, a 1x10<SUP>-6</SUP> g-rms<SUP>2</SUP>/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-rms<SUP>2</SUP> 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.

[[Page 26539]]



                Table A2B.--Example of Continuing Qualification Frequency Response Test Tolerance
----------------------------------------------------------------------------------------------------------------
                                                                                    Continuing
                                                                      Initial      qualification     Absolute
                      Band center frequency                           results         results       difference
                                                                      (dBSPL)         (dBSPL)
----------------------------------------------------------------------------------------------------------------
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

[[Page 26540]]

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

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

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

End QPS Requirement

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

10. [Reserved]

11. Validation Test Tolerances

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

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

[[Page 26541]]

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 
engineering-simulator-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 flight-validated 
configuration within a single engine type. See Table A2D, Alternate 
Engine Validation Flight Tests in this section for a list of 
acceptable tests.
    (5) 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 
engine-specific engineering validation data should be provided in 
the QTG, as appropriate, to facilitate running the entire QTG with 
the alternate engine configuration. The sponsor and the NSPM should 
agree in advance on the specific validation tests to be supported by 
engineering simulation data.
    (7) A matrix or VDR should be provided with the QTG indicating 
the appropriate validation data source for each test.
    (8) The flight test conditions in Table A2D are appropriate and 
should be sufficient to validate implementation of alternate engines 
in a flight simulator.

End Information

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Begin QPS Requirement

c. Test Requirements

    (1) The QTG must contain selected engine-specific flight test 
data sufficient to validate the alternative thrust level when:
    (a) the engine type is the same, but the thrust rating exceeds 
that of a previously flight-test validated configuration by five 
percent (5%) or more; or
    (b) the engine type is the same, but the thrust rating is less 
than the lowest previously flight-test validated rating by fifteen 
percent (15%) or more. 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
 
                                                                                  Alternative      Alternative
           Entry No.                 Test description                             engine type    thrust rating 2
 
 
1.b.1., 1.b.4..................--Normal take-off/ground acceleration time and----------------X----------------X-
                                  distance
----------------------------------------------------------------------------------------------------------------
1.b.2..........................  Vmcg, if performed for airplane certification               X                X
----------------------------------------------------------------------------------------------------------------
1.b.5..........................  Engine-out take-off     Either test may be
1.b.8..........................  Dynamic engine failure   performed.                         X
                                  after take-off..
----------------------------------------------------------------------------------------------------------------
1.b.7..........................  Rejected take-off if performed for airplane                 X
                                  certification
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).
\2\ See paragraphs 13.c.(1) through 13.c.(3), for a definition of applicable thrust ratings.


[[Page 26544]]

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 avionics-specific 
validation data from the airplane manufacturer's engineering 
simulation, generated with the revised avionics configuration. The 
QTG should also include an explanation of the nature of the change 
and its effect on the airplane response.
    (d) For an avionics change to a contributory system that 
significantly affects some tests in the QTG or where new 
functionality is added, the QTG should be based on validation data 
from the previously validated avionics configuration and 
supplemental avionics-specific flight test data sufficient to 
validate the alternate avionics revision. Additional flight test 
validation data may not be needed if the avionics changes were 
certified without the need for testing with a comprehensive flight 
instrumentation package. The airplane manufacturer should coordinate 
flight simulator data requirements, in advance with the NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG 
indicating the appropriate validation data source for each test. The 
roadmap should include identification of the revision state of those 
contributory avionics systems that could affect specific test 
responses if changed.

15. Transport Delay Testing

    a. This paragraph explains how to determine the introduced 
transport delay through the flight simulator system so that it does 
not exceed a specific time delay. The transport delay should be 
measured from control inputs through the interface, through each of 
the host computer modules and back through the interface to motion, 
flight instrument, and visual systems. The transport delay should 
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled 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

[[Page 26545]]

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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[[Page 26547]]

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 ``fly-by'' trim data will be the acceptable norm 
for normal and cross-control input landing objective data for these 
applications.)
    (2) The use of a rigorously defined and fully mature simulation 
controls system model that includes accurate gearing and cable 
stretch characteristics (where applicable), determined from actual 
aircraft measurements. Such a model does not require control surface 
position measurements in the flight test objective data in these 
limited applications.
    f. The sponsor is urged to contact the NSPM for clarification of 
any issue regarding airplanes with reversible control systems. Table 
A2E is not applicable to Computer Controlled Aircraft 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            Information
             methods described in paragraph 9 of  Appendix A are not used.             -------------------------
---------------------------------------------------------------------------------------
       Table of objective tests            Sim level       Alternative data sources,
--------------------------------------------------------        procedures, and                   Notes
     Test entry number and title          A        B            instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1. Performance. Taxi. Minimum           X        X   TIR, AFM, or Design data may   ........................
 Radius turn.                                             be used.
----------------------------------------------------------------------------------------------------------------
1.a.2. Performance. Taxi Rate of Turn                X   Data may be acquired by using  A single procedure may
 vs. Nosewheel Steering Angle.                            a constant tiller position,    not be adequate for all
                                                          measured with a protractor     airplane steering
                                                          or full rudder pedal           systems, therefore
                                                          application for steady state   appropriate measurement
                                                          turn, and synchronized video   procedures must be
                                                          of heading indicator. If       devised and proposed
                                                          less than full rudder pedal    for NSPM concurrence.
                                                          is used, pedal position must
                                                          be recorded.
----------------------------------------------------------------------------------------------------------------
1.b.1. Performance. Takeoff. Ground         X        X   Preliminary certification      ........................
 Acceleration Time and Distance.                          data may be used. Data may
                                                          be acquired by using a stop
                                                          watch, calibrated airspeed,
                                                          and runway markers during a
                                                          takeoff with power set
                                                          before brake release. Power
                                                          settings may be hand
                                                          recorded. If an inertial
                                                          measurement system is
                                                          installed, speed and
                                                          distance may be derived from
                                                          acceleration measurements.
----------------------------------------------------------------------------------------------------------------
1.b.2. Performance. Takeoff. Minimum        X        X   Data may be acquired by using  Rapid throttle
 Control Speed--ground (Vmcg) using                       an inertial measurement        reductions at speeds
 aerodynamic controls only (per                           system and a synchronized      near Vmcg may be used
 applicable airworthiness standard)                       video of calibrated airplane   while recording
 or low speed, engine inoperative                         instruments and force/         appropriate parameters.
 ground control characteristics.                          position measurements of       The nosewheel must be
                                                          flight deck controls.          free to caster, or
                                                                                         equivalently freed of
                                                                                         sideforce generation.
----------------------------------------------------------------------------------------------------------------

[[Page 26548]]

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

[[Page 26549]]

 
1.e.2. Performance. Ground.                 X        X   Data may be acquired during
 Deceleration Time and Distance,                          landing tests using a stop
 using reverse thrust and no wheel                        watch, runway markers, and a
 brakes.                                                  synchronized video of
                                                          calibrated airplane
                                                          instruments, thrust lever
                                                          position and pertinent
                                                          parameters of engine power.
----------------------------------------------------------------------------------------------------------------
1.f.1. Performance. Engines.                X        X   Data may be acquired with a    ........................
 Acceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
1.f.2. Performance. Engines.                X        X   Data may be acquired with a    ........................
 Deceleration.                                            synchronized video recording
                                                          of engine instruments and
                                                          throttle position.
----------------------------------------------------------------------------------------------------------------
2.a.1.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Pitch Controller                         acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant column positions   acquisition should be
                                                          (encompassing significant      accomplished with winds
                                                          column position data           less than 5 kts.
                                                          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.
----------------------------------------------------------------------------------------------------------------
2.a.2.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Roll Controller                          acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant wheel positions    acquisition should be
                                                          (encompassing significant      accomplished with winds
                                                          wheel position data points),   less than 5 kts.
                                                          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.
----------------------------------------------------------------------------------------------------------------
2.a.3.a. Handling Qualities. Static         X        X   Surface position data may be   For airplanes with
 Control Checks. Rudder Pedal                             acquired from flight data      reversible control
 Position vs. Force and Surface                           recorder (FDR) sensor or, if   systems, surface
 Position Calibration.                                    no FDR sensor, at selected,    position data
                                                          significant rudder pedal       acquisition should be
                                                          positions (encompassing        accomplished with winds
                                                          significant rudder pedal       less than 5 kts.
                                                          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.
----------------------------------------------------------------------------------------------------------------
2.a.4. Handling Qualities. Static           X        X   Breakout data may be acquired  ........................
 Control Checks. Nosewheel Steering                       with a hand held force
 Controller Force and Position.                           gauge. The remainder of the
                                                          force to the stops may be
                                                          calculated if the force
                                                          gauge and a protractor are
                                                          used to measure force after
                                                          breakout for at least 25% of
                                                          the total displacement
                                                          capability.
----------------------------------------------------------------------------------------------------------------
2.a.5. Handling Qualities. Static           X        X   Data may be acquired through   ........................
 Control Checks. Rudder Pedal                             the use of force pads on the
 Steering Calibration.                                    rudder pedals and a pedal
                                                          position measurement device,
                                                          together with design data
                                                          for nosewheel position.
----------------------------------------------------------------------------------------------------------------
2.a.6. Handling Qualities. Static           X        X   Data may be acquired through   ........................
 Control Checks. Pitch Trim Indicator                     calculations.
 vs. Surface Position Calibration.
----------------------------------------------------------------------------------------------------------------
2.a.7. Handling qualities. Static           X        X   Data may be acquired by using  ........................
 control tests. Pitch trim rate.                          a synchronized video of
                                                          pitch trim indication and
                                                          elapsed time through range
                                                          of trim indication.
----------------------------------------------------------------------------------------------------------------

[[Page 26550]]

 
2.a.8. Handling Qualities. Static           X        X   Data may be acquired through   ........................
 Control tests. Alignment of Flight                       the use of a temporary
 deck Throttle Lever Angle vs.                            throttle quadrant scale to
 Selected engine parameter.                               document throttle position.
                                                          Use a synchronized video to
                                                          record steady state
                                                          instrument readings or hand-
                                                          record steady state engine
                                                          performance readings.
----------------------------------------------------------------------------------------------------------------
2.a.9. Handling qualities. Static           X        X   Use of design or predicted     ........................
 control tests. Brake pedal position                      data is acceptable. Data may
 vs. force and brake system pressure                      be acquired by measuring
 calibration.                                             deflection at ``zero'' and
                                                          ``maximum'' and calculating
                                                          deflections between the
                                                          extremes using the airplane
                                                          design data curve.
----------------------------------------------------------------------------------------------------------------
2.c.1. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Power                        an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and throttle
                                                          position.
----------------------------------------------------------------------------------------------------------------
2.c.2. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Flap/                        an inertial measurement
 slat change dynamics.                                    system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and flap/slat
                                                          position.
----------------------------------------------------------------------------------------------------------------
2.c.3. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Spoiler/                     an inertial measurement
 speedbrake change dynamics.                              system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and spoiler/
                                                          speedbrake position.
----------------------------------------------------------------------------------------------------------------
2.c.4. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Gear                         an inertial measurement
 change dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and gear
                                                          position.
----------------------------------------------------------------------------------------------------------------
2.c.5. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              use of an inertial
 Longitudinal trim.                                       measurement system and a
                                                          synchronized video of flight
                                                          deck controls position
                                                          (previously calibrated to
                                                          show related surface
                                                          position) and the engine
                                                          instrument readings.
----------------------------------------------------------------------------------------------------------------
2.c.6. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              the use of an inertial
 Longitudinal maneuvering stability                       measurement system and a
 (stick force/g).                                         synchronized video of
                                                          calibrated airplane
                                                          instruments; a temporary,
                                                          high resolution bank angle
                                                          scale affixed to the
                                                          attitude indicator; and a
                                                          wheel and column force
                                                          measurement indication.
----------------------------------------------------------------------------------------------------------------
2.c.7. Handling qualities.                  X        X   Data may be acquired through   ........................
 Longitudinal control tests.                              the use of a synchronized
 Longitudinal static stability.                           video of airplane flight
                                                          instruments and a hand held
                                                          force gauge.
----------------------------------------------------------------------------------------------------------------
2.c.8. Handling qualities.                  X        X   Data may be acquired through   Airspeeds may be cross
 Longitudinal control tests. Stall                        a synchronized video           checked with those in
 characteristics.                                         recording of a stop watch      the TIR and AFM.
                                                          and calibrated airplane
                                                          airspeed indicator. Hand-
                                                          record the flight conditions
                                                          and airplane configuration.
----------------------------------------------------------------------------------------------------------------
2.c.9. Handling qualities.                  X        X   Data may be acquired by using  ........................
 Longitudinal control tests. Phugoid                      an inertial measurement
 dynamics.                                                system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------
2.c.10. Handling qualities.                          X   Data may be acquired by using  ........................
 Longitudinal control tests. Short                        an inertial measurement
 period dynamics.                                         system and a synchronized
                                                          video of calibrated airplane
                                                          instruments and force/
                                                          position measurements of
                                                          flight deck controls.
----------------------------------------------------------------------------------------------------------------

[[Page 26551]]

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

[[Page 26552]]

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

End Information

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

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

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

Begin QPS Requirements

1. Requirements

    a. Except for special use 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

[[Page 26553]]

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

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

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[deg] 
different from the instrument approach course while allowing the 
pilot to keep an identifiable portion of the airport in sight 
throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSPM may assess a device to 
determine if it is capable of simulating certain training activities 
in a sponsor's training program, such as a portion of a Line 
Oriented Flight Training (LOFT) scenario. Unless directly related to 
a requirement for the qualification level, the results of such an 
evaluation would not affect the qualification level of the 
simulator. However, if the NSPM determines that the simulator does 
not accurately simulate that training activity, the simulator would 
not be approved for that training activity.
    g. 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:

[[Page 26554]]

    (a) FlightSafety VITAL IV.
    (b) Redifusion SP3 and SP3T.
    (c) Link-Miles Image II.
    (3) The following list of previously qualified CGI and display 
systems are incapable of generating blue lights. These systems are 
not required to have accurate taxi-way edge lighting:
    (a) Redifusion SP1.
    (b) FlightSafety Vital IV.
    (c) Link-Miles Image II and Image IIT
    (d) XKD displays (even though the XKD image generator is capable 
of generating blue colored lights, the display cannot accommodate 
that color).

End Information

?>---------------------------------------------------------------------

                                   Table A3A.--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                                QPS Requirements
-----------------------------------------------------------------------------------------------------------------
                                                                                                Simulator level
                  Entry No.                                  Operations tasks                -------------------
                                                                                               A    B    C    D
----------------------------------------------------------------------------------------------------------------
Tasks in this table are subject to evaluation if appropriate for the airplane simulated as indicated in the
 SOQ Configuration List or the level of simulator qualification involved. Items not installed or not
 functional on the simulator and, therefore, not appearing on the SOQ Configuration List, are not required
 to be listed as exceptions on the SOQ.
----------------------------------------------------------------------------------------------------------------
1...........................................  Preparation For Flight........................   X    X    X    X
                                              Preflight. Accomplish a functions check of all
                                               switches, indicators, systems, and equipment
                                               at all crewmembers' and instructors' stations
                                               and determine that the flight deck design and
                                               functions are identical to that of the
                                               airplane simulated.
----------------------------------------------------------------------------------------------------------------
2...........................................  Surface Operations (Pre-Take-Off)
----------------------------------------------------------------------------------------------------------------
    2.a.....................................  Engine Start
----------------------------------------------------------------------------------------------------------------
        2.a.1...............................  Normal start..................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        2.a.2...............................  Alternate start procedures....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        2.a.3...............................  Abnormal starts and shutdowns (e.g., hot/hung    X    X    X    X
                                               start, tail pipe fire).
----------------------------------------------------------------------------------------------------------------
    2.b.....................................  Pushback/Powerback............................  ...   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/           X    X    X    X
                                               emergency).
----------------------------------------------------------------------------------------------------------------
        2.c.6...............................  Brake fade (if applicable)....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
3...........................................  Take-off.
----------------------------------------------------------------------------------------------------------------
    3.a.....................................  Normal........................................
----------------------------------------------------------------------------------------------------------------
        3.a.1...............................  Airplane/engine parameter relationships.......   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.a.2...............................  Acceleration characteristics (motion).........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.a.3...............................  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-   X    X    X    X
                                               rate, short field operations).
----------------------------------------------------------------------------------------------------------------
        3.a.6...............................  Low visibility take-off.......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.a.7...............................  Landing gear, wing flap leading edge device      X    X    X    X
                                               operation.
----------------------------------------------------------------------------------------------------------------
        3.a.8...............................  Contaminated runway operation.................  ...  ...   X    X
----------------------------------------------------------------------------------------------------------------
    3.b.....................................  Abnormal/emergency
----------------------------------------------------------------------------------------------------------------
        3.b.1...............................  Rejected Take-off.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.b.2...............................  Rejected special performance (e.g., reduced      X    X    X    X
                                               V1, max de-rate, short field operations).
----------------------------------------------------------------------------------------------------------------

[[Page 26555]]

 
        3.b.3...............................  Takeoff with a propulsion system malfunction     X    X    X    X
                                               (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.
----------------------------------------------------------------------------------------------------------------
        3.b.4...............................  With wind shear...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        3.b.5...............................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
        3.b.6...............................  Rejected takeoff with brake fade..............  ...  ...   X    X
----------------------------------------------------------------------------------------------------------------
        3.b.7...............................  Rejected, contaminated runway.................  ...  ...   X    X
----------------------------------------------------------------------------------------------------------------
4...........................................  Climb.
----------------------------------------------------------------------------------------------------------------
    4.a.....................................  Normal........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    4.b.....................................  One or more engines inoperative...............   X    X    X    X
----------------------------------------------------------------------------------------------------------------
5...........................................  Cruise
----------------------------------------------------------------------------------------------------------------
    5.a.....................................  Performance characteristics (speed vs. power).   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.b.....................................  High altitude handling........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.c.....................................  High Mach number handling (Mach tuck, Mach       X    X    X    X
                                               buffet) and recovery (trim change).
----------------------------------------------------------------------------------------------------------------
    5.d.....................................  Overspeed warning (in excess of Vmo or Mmo)...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    5.e.....................................  High IAS handling.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
6...........................................  Maneuvers
----------------------------------------------------------------------------------------------------------------
    6.a.....................................  High angle of attack, approach to stalls,        X    X    X    X
                                               stall warning, buffet, and g-break (take-off,
                                               cruise, approach, and landing configuration).
----------------------------------------------------------------------------------------------------------------
    6.b.....................................  Flight envelope protection (high angle of        X    X    X    X
                                               attack, bank limit, overspeed, etc.).
----------------------------------------------------------------------------------------------------------------
    6.c.....................................  Turns with/without speedbrake/spoilers           X    X    X    X
                                               deployed.
----------------------------------------------------------------------------------------------------------------
    6.d.....................................  Normal and steep turns........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    6.e.....................................  In flight engine shutdown and restart            X    X    X    X
                                               (assisted and windmill).
----------------------------------------------------------------------------------------------------------------
    6.f.....................................  Maneuvering with one or more engines             X    X    X    X
                                               inoperative, as appropriate.
----------------------------------------------------------------------------------------------------------------
    6.g.....................................  Specific flight characteristics (e.g., direct    X    X    X    X
                                               lift control).
----------------------------------------------------------------------------------------------------------------
    6.h.....................................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
7...........................................  Descent.
----------------------------------------------------------------------------------------------------------------
    7.a.....................................  Normal........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    7.b.....................................  Maximum rate (clean and with speedbrake, etc.)   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    7.c.....................................  With autopilot................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    7.d.....................................  Flight control system failures,                  X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
8...........................................  Instrument Approaches and Landing. Those instrument approach and
                                               landing tests relevant to the simulated airplane type are
                                               selected from the following list. Some tests are made with
                                               limiting wind velocities, under 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.....................................
----------------------------------------------------------------------------------------------------------------

[[Page 26556]]

 
        8.a.1...............................  PAR...........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.a.2...............................  CAT I/GBAS (ILS/MLS) published approaches.....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Manual approach with/without flight          X    X    X    X
                                               director including landing.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               and manual landing.
                                              (iii) Manual approach to DH and go-around all    X    X    X    X
                                               engines.
                                              (iv) Manual one engine out approach to DH and    X    X    X    X
                                               go-around.
                                              (v) Manual approach controlled with and          X    X    X    X
                                               without flight director to 30 m (100 ft)
                                               below CAT I minima.
                                                A. With cross-wind (maximum demonstrated)...   X    X    X    X
                                                B. With windshear...........................   X    X    X    X
                                              (vi) Autopilot/autothrottle coupled approach,    X    X    X    X
                                               one engine out to DH and go-around.
                                              (vii) Approach and landing with minimum/         X    X    X    X
                                               standby electrical power.
----------------------------------------------------------------------------------------------------------------
        8.a.3...............................  CAT II/GBAS (ILS/MLS) published approaches....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               DH and landing.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH and go-around.
                                              (iii) Autocoupled approach to DH and manual go-  X    X    X    X
                                               around.
                                              (iv) Category II published approach              X    X    X    X
                                               (autocoupled, autothrottle).
----------------------------------------------------------------------------------------------------------------
        8.a.4...............................  CAT III/GBAS (ILS/MLS) published approaches...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
                                              (i) Autopilot/autothrottle coupled approach to   X    X    X    X
                                               land and rollout.
                                              (ii) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around.
                                              (iii) Autopilot/autothrottle coupled approach    X    X    X    X
                                               to land and rollout with one engine out.
                                              (iv) Autopilot/autothrottle coupled approach     X    X    X    X
                                               to DH/Alert Height and go-around with one
                                               engine out.
                                              (v) Autopilot/autothrottle coupled approach      X    X    X    X
                                               (to land or to go around).
                                                A. With generator failure...................   X    X    X    X
                                                B. With 10 knot tail wind...................   X    X    X    X
                                                C. With 10 knot crosswind...................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    8.b.....................................  Non-precision
----------------------------------------------------------------------------------------------------------------
        8.b.1...............................  NDB...........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.2...............................  VOR, VOR/DME, VOR/TAC.........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.3...............................  RNAV (GNSS/GPS)...............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.4...............................  ILS LLZ (LOC), LLZ (LOC)/BC...................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.5...............................  ILS offset localizer..........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.6...............................  Direction finding facility (ADF/SDF)..........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        8.b.7...............................  Airport surveillance radar (ASR)..............   X    X    X    X
----------------------------------------------------------------------------------------------------------------
9...........................................  Visual Approaches (Visual Segment) and Landings. Flight simulators
                                               with visual systems, which permit completing a special approach
                                               procedure in accordance with applicable regulations, may be
                                               approved for that particular approach procedure
----------------------------------------------------------------------------------------------------------------
    9.a.....................................  Maneuvering, normal approach and landing, all    X    X    X    X
                                               engines operating with and without visual
                                               approach aid guidance.
----------------------------------------------------------------------------------------------------------------
    9.b.....................................  Approach and landing with one or more engines    X    X    X    X
                                               inoperative.
----------------------------------------------------------------------------------------------------------------
    9.c.....................................  Operation of landing gear, flap/slats and        X    X    X    X
                                               speedbrakes (normal and abnormal).
----------------------------------------------------------------------------------------------------------------
    9.d.....................................  Approach and landing with crosswind (max.        X    X    X    X
                                               demonstrated).
----------------------------------------------------------------------------------------------------------------
    9.e.....................................  Approach to land with wind shear on approach..   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.f.....................................  Approach and landing with flight control         X    X    X    X
                                               system failures, reconfiguration modes,
                                               manual reversion and associated handling
                                               (most significant degradation which is
                                               probable).
----------------------------------------------------------------------------------------------------------------
    9.g.....................................  Approach and landing with trim malfunctions...   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        9.g.1...............................  Longitudinal trim malfunction.................   X    X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 26557]]

 
        9.g.2...............................  Lateral-directional trim malfunction..........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.h.....................................  Approach and landing with standby (minimum)      X    X    X    X
                                               electrical/hydraulic power.
----------------------------------------------------------------------------------------------------------------
    9.i.....................................  Approach and landing from circling conditions    X    X    X    X
                                               (circling approach).
----------------------------------------------------------------------------------------------------------------
    9.j.....................................  Approach and landing from visual traffic         X    X    X    X
                                               pattern.
----------------------------------------------------------------------------------------------------------------
    9.k.....................................  Approach and landing from non-precision          X    X    X    X
                                               approach.
----------------------------------------------------------------------------------------------------------------
    9.l.....................................  Approach and landing from precision approach..   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    9.m.....................................  Approach procedures with vertical guidance       X    X    X    X
                                               (APV), e.g., SBAS.
----------------------------------------------------------------------------------------------------------------
10..........................................  Missed Approach
----------------------------------------------------------------------------------------------------------------
    10.a....................................  All engines...................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.b....................................  One or more engine(s) out.....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    10.c....................................  With flight control system failures,             X    X    X    X
                                               reconfiguration modes, manual reversion and
                                               associated handling.
----------------------------------------------------------------------------------------------------------------
11..........................................  Surface Operations (Landing roll and taxi).
----------------------------------------------------------------------------------------------------------------
    11.a....................................  Spoiler operation.............................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.b....................................  Reverse thrust operation......................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
    11.c....................................  Directional control and ground handling, both   ...   X    X    X
                                               with and without reverse thrust.
----------------------------------------------------------------------------------------------------------------
    11.d....................................  Reduction of rudder effectiveness with          ...   X    X    X
                                               increased reverse thrust (rear pod-mounted
                                               engines).
----------------------------------------------------------------------------------------------------------------
    11.e....................................  Brake and anti-skid operation with dry, patchy  ...  ...   X    X
                                               wet, wet on rubber residue, and patchy icy
                                               conditions.
----------------------------------------------------------------------------------------------------------------
    11.f....................................  Brake operation, to include auto-braking         X    X    X    X
                                               system where applicable.
----------------------------------------------------------------------------------------------------------------
12..........................................  Any Flight Phase.
----------------------------------------------------------------------------------------------------------------
    12.a....................................  Airplane and engine systems operation.........
----------------------------------------------------------------------------------------------------------------
        12.a.1..............................  Air conditioning and pressurization (ECS).....   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.2..............................  De-icing/anti-icing...........................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.3..............................  Auxiliary power unit (APU)....................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.4..............................  Communications................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.5..............................  Electrical....................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.6..............................  Fire and smoke detection and suppression......   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.7..............................  Flight controls (primary and secondary).......   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.8..............................  Fuel and oil, hydraulic and pneumatic.........   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.9..............................  Landing gear..................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.10.............................  Oxygen........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.11.............................  Engine........................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.12.............................  Airborne radar................................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.13.............................  Autopilot and Flight Director.................   X    X    X    X
----------------------------------------------------------------------------------------------------------------
        12.a.14.............................  Collision avoidance systems. (e.g., (E)GPWS,     X    X    X    X
                                               TCAS).
----------------------------------------------------------------------------------------------------------------
        12.a.15.............................  Flight control computers including stability     X    X    X    X
                                               and control augmentation.
----------------------------------------------------------------------------------------------------------------

[[Page 26558]]

 
        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
-------------------------------------------------------------------------
                                                        Simulator level
     Entry No.       For qualification at the stated -------------------
                      level--Class I airport models    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)               X    X
                     representative airport model.
                     This model identification must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the SOQ.
------------------------------------------------------------------------
    1.b...........  The fidelity of the airport        X    X
                     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.
------------------------------------------------------------------------
    1.c...........  Runways:........................   X    X
------------------------------------------------------------------------
        1.c.1.....  Visible runway number...........   X    X
------------------------------------------------------------------------
        1.c.2.....  Runway threshold elevations and    X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     altimeter).
------------------------------------------------------------------------
        1.c.3.....  Runway surface and markings.....   X    X
------------------------------------------------------------------------
        1.c.4.....  Lighting for the runway in use     X    X
                     including runway edge and
                     centerline.
------------------------------------------------------------------------
        1.c.5.....  Lighting, visual approach aid      X    X
                     and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------

[[Page 26559]]

 
        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)                       X    X
                     representative airport models.
                     The model identifications must
                     be acceptable to the sponsor's
                     TPAA, selectable from the IOS,
                     and listed on the SOQ.
------------------------------------------------------------------------
        2.a.1.....  Night and Twilight (Dusk) scenes             X    X
                     required.
------------------------------------------------------------------------
        2.a.2.....  Daylight scenes required........                  X
------------------------------------------------------------------------
        2.b.......  Two parallel runways and one                 X    X
                     crossing runway, displayed
                     simultaneously; at least two of
                     the runways must be able to be
                     lighted fully and
                     simultaneously.
                    Note: This requirement may be
                     demonstrated at either a
                     fictional airport or a real-
                     world airport. However, if a
                     fictional airport is used, this
                     airport must be listed on the
                     SOQ.
------------------------------------------------------------------------
    2.c...........  Runway threshold elevations and              X    X
                     locations must be modeled to
                     provide sufficient correlation
                     with airplane systems (e.g.,
                     HGS, GPS, altimeter); slopes in
                     runways, taxiways, and ramp
                     areas must not cause
                     distracting or unrealistic
                     effects, including pilot eye-
                     point height variation.
------------------------------------------------------------------------
    2.d...........  Representative airport                       X    X
                     buildings, structures and
                     lighting.
------------------------------------------------------------------------
    2.e...........  At least one useable gate, at                X    X
                     the appropriate height
                     (required only for those
                     airplanes that typically
                     operate from terminal gates).
------------------------------------------------------------------------
    2.f...........  Representative moving and static             X    X
                     gate clutter (e.g., other
                     airplane, power carts, tugs,
                     fuel trucks, and additional
                     gates).
------------------------------------------------------------------------
    2.g...........  Representative gate/apron                    X    X
                     markings (e.g., hazard
                     markings, lead-in lines, gate
                     numbering) and lighting.
------------------------------------------------------------------------
    2.h...........  Representative runway markings,              X    X
                     lighting, and signage,
                     including a windsock that gives
                     appropriate wind cues.
------------------------------------------------------------------------
    2.i...........  Representative taxiway markings,             X    X
                     lighting, and signage necessary
                     for position identification,
                     and to taxi from parking to a
                     designated runway and return to
                     parking.
------------------------------------------------------------------------
    2.j...........  A low visibility taxi route                       X
                     (e.g., Surface Movement
                     Guidance Control System, follow-
                     me truck, daylight taxi lights)
                     must also be demonstrated.
------------------------------------------------------------------------
    2.k...........  Representative moving and static             X    X
                     ground traffic (e.g., vehicular
                     and airplane), including the
                     capability to present ground
                     hazards (e.g., another airplane
                     crossing the active runway).
------------------------------------------------------------------------
    2.l...........  Representative moving airborne               X    X
                     traffic, including the
                     capability to present air
                     hazards (e.g., airborne traffic
                     on a possible collision course).
------------------------------------------------------------------------
    2.m...........  Representative depiction of                  X    X
                     terrain and obstacles as well
                     as significant and identifiable
                     natural and cultural features,
                     within 25 NM of the reference
                     airport.
------------------------------------------------------------------------
    2.n...........  Appropriate approach lighting                X    X
                     systems and airfield lighting
                     for a VFR circuit and landing,
                     non-precision approaches and
                     landings, and Category I, II
                     and III precision approaches
                     and landings.
------------------------------------------------------------------------
    2.o...........  Representative gate docking aids             X    X
                     or a marshaller.
------------------------------------------------------------------------
    2.p...........  Portrayal of physical                             X
                     relationships known to cause
                     landing illusions (e.g., short
                     runways, landing approaches
                     over water, uphill or downhill
                     runways, rising terrain on the
                     approach path).
                    This requirement may be met by a
                     SOC and a demonstration of two
                     landing illusions. The
                     illusions are not required to
                     be beyond the normal
                     operational capabilities of the
                     airplane being simulated. The
                     demonstrated illusions must be
                     available to the instructor or
                     check airman at the IOS for
                     training, testing, checking, or
                     experience activities.
------------------------------------------------------------------------
    2.q...........  Portrayal of runway surface                       X
                     contaminants, including runway
                     lighting reflections when wet
                     and partially obscured lights
                     when snow is present, or
                     suitable alternative effects.
------------------------------------------------------------------------

[[Page 26560]]

 
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       X    X    X    X
                     must fade into view in
                     accordance with the
                     environmental conditions set in
                     the simulator, and the distance
                     from the object.
------------------------------------------------------------------------
    3.b...........  The direction of strobe lights,    X    X    X    X
                     approach lights, runway edge
                     lights, visual landing aids,
                     runway centerline lights,
                     threshold lights, and touchdown
                     zone lights must be replicated.
------------------------------------------------------------------------
4.................  Visual feature recognition. The following 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[deg] glide-slope in simulated meteorological
                     conditions that recreate the minimum distances for
                     visibility. For circling approaches, all tests
                     apply to the runway used for the initial approach
                     and to the runway of intended landing.
------------------------------------------------------------------------
    4.a...........  Runway definition, strobe          X    X    X    X
                     lights, approach lights, and
                     runway edge white lights from 5
                     sm (8 km) of the runway
                     threshold.
------------------------------------------------------------------------
    4.b...........  Visual Approach Aid lights (VASI             X    X
                     or PAPI) from 5 sm (8 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.c...........  Visual Approach Aid lights (VASI   X    X
                     or PAPI) from 3 sm (5 km) of
                     the runway threshold.
------------------------------------------------------------------------
    4.d...........  Runway centerline lights and       X    X    X    X
                     taxiway definition from 3 sm (5
                     km).
------------------------------------------------------------------------
    4.e...........  Threshold lights and touchdown     X    X    X    X
                     zone lights from 2 sm (3 km).
------------------------------------------------------------------------
    4.f...........  Runway markings within range of    X    X    X    X
                     landing lights for night scenes
                     as required by the surface
                     resolution test on day scenes.
------------------------------------------------------------------------
    4.g...........  For circling approaches, the       X    X    X    X
                     runway of intended landing and
                     associated lighting must fade
                     into view in a non-distracting
                     manner.
------------------------------------------------------------------------
5.................  Airport model content. The following sets out the
                     minimum requirements for what must be provided in
                     an airport 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
------------------------------------------------------------------------

[[Page 26561]]

 
                    (iv) Centerline lights, if         X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (v) Touchdown zone lights, if      X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vi) Leadoff lights, if            X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (vii) Appropriate visual landing   X    X    X    X
                     aid(s) for that runway.
------------------------------------------------------------------------
                    (viii) Appropriate approach        X    X    X    X
                     lighting system for that runway.
------------------------------------------------------------------------
        5.b.2.....  The taxiway surface and markings associated with
                     each ``in-use'' runway must include the following:
------------------------------------------------------------------------
                    (i) Edge........................   X    X    X    X
------------------------------------------------------------------------
                    (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          X    X    X    X
                     critical area lights.
------------------------------------------------------------------------
                    (iv) Edge lights of correct                  X    X
                     color.
------------------------------------------------------------------------
        5.b.4.....  Airport signage associated with each ``in-use''
                     runway must include the following:
------------------------------------------------------------------------
                    (i) Distance remaining signs, if   X    X    X    X
                     appropriate.
------------------------------------------------------------------------
                    (ii) Signs at intersecting         X    X    X    X
                     runways and taxiways.
------------------------------------------------------------------------
                    (iii) Signs described in entries   X    X    X    X
                     2.h. and 2.i. of this table.
------------------------------------------------------------------------
        5.b.5.....  Required airport model correlation with other
                     aspects of the airport environment simulation:
------------------------------------------------------------------------
                    (i) The airport model must be      X    X    X    X
                     properly aligned with the
                     navigational aids that are
                     associated with operations at
                     the runway ``in-use''.
------------------------------------------------------------------------
                    (ii) The simulation of runway                     X
                     contaminants must be correlated
                     with the displayed runway
                     surface and lighting where
                     applicable.
------------------------------------------------------------------------
6.................  Correlation with airplane and associated equipment.
                     The following are the minimum correlation
                     comparisons that must be made for simulators at
                     Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a...........  Visual system compatibility with   X    X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------
    6.b...........  Visual cues to assess sink rate         X    X    X
                     and depth perception during
                     landings.
------------------------------------------------------------------------
    6.c...........  Accurate portrayal of              X    X    X    X
                     environment relating to flight
                     simulator attitudes.
------------------------------------------------------------------------
    6.d...........  The airport model and the                    X    X
                     generated visual scene must
                     correlate with integrated
                     airplane systems (e.g.,
                     terrain, traffic and weather
                     avoidance systems and Head-up
                     Guidance System (HGS)).
------------------------------------------------------------------------
    6.e...........  Representative visual effects      X    X    X    X
                     for each visible, own-ship,
                     airplane external light(s)--
                     taxi and landing light lobes
                     (including independent
                     operation, if appropriate).
------------------------------------------------------------------------
    6.f...........  The effect of rain removal                   X    X
                     devices.
------------------------------------------------------------------------
    7.............  Scene quality. The following are the minimum scene
                     quality tests that must be conducted for simulators
                     at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a...........  Surfaces and textural cues must              X    X
                     be free from apparent and
                     distracting quantization
                     (aliasing).
------------------------------------------------------------------------
    7.b...........  System capable of portraying                 X    X
                     full color realistic textural
                     cues.
------------------------------------------------------------------------

[[Page 26562]]

 
    7.c...........  The system light points must be    X    X    X    X
                     free from distracting jitter,
                     smearing or streaking.
------------------------------------------------------------------------
    7.d...........  Demonstration of occulting         X    X
                     through each channel of the
                     system in an operational scene.
------------------------------------------------------------------------
    7.e...........  Demonstration of a minimum of                X    X
                     ten levels of occulting through
                     each channel of the system in
                     an operational scene.
------------------------------------------------------------------------
    7.f...........  System capable of providing                  X    X
                     focus effects that simulate
                     rain.
------------------------------------------------------------------------
    7.g...........  System capable of providing                  X    X
                     focus effects that simulate
                     light point perspective growth.
------------------------------------------------------------------------
    7.h...........  System capable of six discrete     X    X    X    X
                     light step controls (0-5).
------------------------------------------------------------------------
8.................  Environmental effects. The following are the minimum
                     environmental effects that must be available as
                     indicated.
------------------------------------------------------------------------
    8.a...........  The displayed scene                          X    X
                     corresponding to the
                     appropriate surface
                     contaminants and include runway
                     lighting reflections for wet,
                     partially obscured lights for
                     snow, or alternative effects.
------------------------------------------------------------------------
        8.a.1.....  Special weather representations which include:
------------------------------------------------------------------------
                    (i) The sound, motion and visual             X    X
                     effects of light, medium and
                     heavy precipitation near a
                     thunderstorm on take-off,
                     approach, and landings at and
                     below an altitude of 2,000 ft
                     (600 m) above the airport
                     surface and within a radius of
                     10 sm (16 km) from the airport.
------------------------------------------------------------------------
                    (ii) One airport with a snow                 X    X
                     scene to include terrain snow
                     and snow-covered taxiways and
                     runways.
------------------------------------------------------------------------
    8.b...........  In-cloud effects such as                     X    X
                     variable cloud density, speed
                     cues and ambient changes.
------------------------------------------------------------------------
    8.c...........  The effect of multiple cloud                 X    X
                     layers representing few,
                     scattered, broken and overcast
                     conditions giving partial or
                     complete obstruction of the
                     ground scene.
------------------------------------------------------------------------
    8.d...........  Visibility and RVR measured in     X    X    X    X
                     terms of distance. Visibility/
                     RVR checked at 2,000 ft (600 m)
                     above the airport and at two
                     heights below 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.
------------------------------------------------------------------------
    8.e...........  Patchy fog giving the effect of              X    X
                     variable RVR.
------------------------------------------------------------------------
    8.f...........  Effects of fog on airport                    X    X
                     lighting such as halos and
                     defocus.
------------------------------------------------------------------------
    8.g...........  Effect of own-ship lighting in               X    X
                     reduced visibility, such as
                     reflected glare, including
                     landing lights, strobes, and
                     beacons.
------------------------------------------------------------------------
    8.h...........  Wind cues to provide the effect              X    X
                     of blowing snow or sand across
                     a dry runway or taxiway
                     selectable from the instructor
                     station.
------------------------------------------------------------------------
9.................  Instructor control of the following: The following
                     are the minimum instructor controls that must be
                     available in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    9.a...........  Environmental effects, e.g.,       X    X    X    X
                     cloud base, cloud effects,
                     cloud density, visibility in
                     statute miles/kilometers and
                     RVR in feet/meters.
------------------------------------------------------------------------
    9.b...........  Airport selection...............   X    X    X    X
------------------------------------------------------------------------
    9.c...........  Airport lighting, including        X    X    X    X
                     variable intensity.
------------------------------------------------------------------------
    9.d...........  Dynamic effects including ground             X    X
                     and flight traffic.
------------------------------------------------------------------------

[[Page 26563]]

 
                           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
-------------------------------------------------------------------------
                   Additional airport models beyond     Simulator level
                 minimum required for qualification---------------------
   Entry No.           Class II airport models
                                                       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,       X    X    X    X
                  approach lights, runway edge
                  lights, visual landing aids,
                  runway centerline lights,
                  threshold lights, and touchdown
                  zone lights on the ``in-use''
                  runway must be replicated.
------------------------------------------------------------------------
2..............  Visual feature recognition. The following are the
                  minimum distances at which runway features must be
                  visible for simulators at Levels A, B, C, and D.
                  Distances are measured from runway threshold to an
                  airplane aligned with the runway on an extended 3[deg]
                  glide-slope in simulated meteorological conditions
                  that recreate the minimum distances for visibility.
                  For circling approaches, all requirements of this
                  section apply to the runway used for the initial
                  approach and to the runway of intended landing.
------------------------------------------------------------------------
    2.a........  Runway definition, strobe lights,     X    X    X    X
                  approach lights, and runway edge
                  white lights from 5 sm (8 km) from
                  the runway threshold.
------------------------------------------------------------------------
    2.b........  Visual Approach Aid lights (VASI or             X    X
                  PAPI) from 5 sm (8 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.c........  Visual Approach Aid lights (VASI or   X    X
                  PAPI) from 3 sm (5 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.d........  Runway centerline lights and          X    X    X    X
                  taxiway definition from 3 sm (5
                  km) from the runway threshold.
------------------------------------------------------------------------
    2.e........  Threshold lights and touchdown zone   X    X    X    X
                  lights from 2 sm (3 km) from the
                  runway threshold.
------------------------------------------------------------------------
    2.f........  Runway markings within range of       X    X    X    X
                  landing lights for night scenes
                  and as required by the surface
                  resolution requirements on day
                  scenes.
------------------------------------------------------------------------
    2.g........  For circling approaches, the runway   X    X    X    X
                  of intended landing and associated
                  lighting must fade into view in a
                  non-distracting manner.
------------------------------------------------------------------------

[[Page 26564]]

 
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             X    X    X    X
                  appropriate.
------------------------------------------------------------------------
        3.b.6..  Leadoff lights, if appropriate.....   X    X    X    X
------------------------------------------------------------------------
        3.b.7..  Appropriate visual landing aid(s)     X    X    X    X
                  for that runway.
------------------------------------------------------------------------
        3.b.8..  Appropriate approach lighting         X    X    X    X
                  system for that runway.
------------------------------------------------------------------------
    3.c........  The taxiway surface and markings associated with each
                  ``in-use'' runway:
------------------------------------------------------------------------
        3.c.1..  Edge...............................   X    X    X    X
------------------------------------------------------------------------
        3.c.2..  Centerline.........................   X    X    X    X
------------------------------------------------------------------------
        3.c.3..  Runway hold lines..................   X    X    X    X
------------------------------------------------------------------------
        3.c.4..  ILS critical area markings.........   X    X    X    X
------------------------------------------------------------------------
    3.d........  The taxiway lighting associated with each ``in-use''
                  runway:
------------------------------------------------------------------------
        3.d.1..  Edge...............................             X    X
------------------------------------------------------------------------
        3.d.2..  Centerline.........................   X    X    X    X
------------------------------------------------------------------------
        3.d.3..  Runway hold and ILS critical area     X    X    X    X
                  lights.
------------------------------------------------------------------------
4..............  Required 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    X    X    X    X
                  aligned with the navigational aids
                  that are associated with
                  operations at the ``in-use''
                  runway.
------------------------------------------------------------------------
    4.b........  Slopes in runways, taxiways, and      X    X    X    X
                  ramp areas, if depicted in the
                  visual scene, must not cause
                  distracting or unrealistic effects.
------------------------------------------------------------------------
5..............  Correlation with airplane and associated equipment. The
                  following are the minimum correlation comparisons that
                  must be made for simulators at Levels A, B, C, and D.
------------------------------------------------------------------------

[[Page 26565]]

 
  5.a..........  Visual system compatibility with      X    X    X    X
                  aerodynamic programming.
------------------------------------------------------------------------
    5.b........  Accurate portrayal of environment     X    X    X    X
                  relating to flight simulator
                  attitudes.
------------------------------------------------------------------------
    5.c........  Visual cues to assess sink rate and        X    X    X
                  depth perception during landings.
------------------------------------------------------------------------
    5.d........  Visual effects for each visible,           X    X    X
                  own-ship, airplane external
                  light(s).
------------------------------------------------------------------------
6..............  Scene quality. The following are the minimum scene
                  quality tests that must be conducted for simulators at
                  Levels A, B, C, and D.
------------------------------------------------------------------------
    6.a........  Surfaces and textural cues must be              X    X
                  free of apparent and distracting
                  quantization (aliasing).
------------------------------------------------------------------------
6.b............  Correct color and realistic                     X    X
                  textural cues.
------------------------------------------------------------------------
6.c............  Light points free from distracting    X    X    X    X
                  jitter, smearing or streaking.
------------------------------------------------------------------------
7..............  Instructor controls of the following:The following are
                  the minimum instructor controls that must be available
                  in simulators at Levels A, B, C, and D.
------------------------------------------------------------------------
    7.a........  Environmental effects, e.g., cloud    X    X    X    X
                  base (if used), cloud effects,
                  cloud density, visibility in
                  statute miles/kilometers and RVR
                  in feet/meters.
------------------------------------------------------------------------
    7.b........  Airport selection..................   X    X    X    X
------------------------------------------------------------------------
    7.c........  Airport lighting including variable   X    X    X    X
                  intensity.
------------------------------------------------------------------------
    7.d........  Dynamic effects including ground                X    X
                  and flight traffic.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8..............  Sponsors are not required to          X    X    X    X
                  provide every detail of a runway,
                  but the detail that is provided
                  must be correct within the
                  capabilities of the system.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------


               Table A3D.--Functions and Subjective Tests
------------------------------------------------------------------------
                   QPS Requirements                       Information
------------------------------------------------------------------------
                                     Simulator level
  Entry no.       Motion system   --------------------       Notes
                     effects        A    B    C    D
------------------------------------------------------------------------
This table specifies motion effects that are required to indicate when a
 flight crewmember must be able to recognize an event or situation.
 Where applicable, flight simulator pitch, side loading and directional
 control characteristics must be representative of the airplane.
------------------------------------------------------------------------
1............  Runway rumble,       X    X    X    X   Different gross
                oleo deflection,                        weights can also
                ground speed,                           be selected,
                uneven runway,                          which may also
                runway and                              affect the
                taxiway                                 associated
                centerline light                        vibrations
                characteristics:                        depending on
               Procedure: After                         airplane type.
                the airplane has                        The associated
                been pre-set to                         motion effects
                the takeoff                             for the above
                position and then                       tests should
                released, taxi at                       also include an
                various speeds                          assessment of
                with a smooth                           the effects of
                runway and note                         rolling over
                the general                             centerline
                characteristics                         lights, surface
                of the simulated                        discontinuities
                runway rumble                           of uneven
                effects of oleo                         runways, and
                deflections.                            various taxiway
                Repeat the                              characteristics.
                maneuver with a
                runway roughness
                of 50%, then with
                maximum
                roughness. Note
                the associated
                motion vibrations
                affected by
                ground speed and
                runway roughness.
------------------------------------------------------------------------
2............  Buffets on the       X    X    X    X
                ground due to
                spoiler/
                speedbrake
                extension and
                reverse thrust:
               Procedure: Perform
                a normal landing
                and use ground
                spoilers and
                reverse thrust--
                either
                individually or
                in combination--
                to decelerate the
                simulated
                airplane. Do not
                use wheel braking
                so that only the
                buffet due to the
                ground spoilers
                and thrust
                reversers is felt.
------------------------------------------------------------------------

[[Page 26566]]

 
3............  Bumps associated     X    X    X    X
                with the landing
                gear:
               Procedure: Perform
                a normal take-off
                paying special
                attention to the
                bumps that could
                be perceptible
                due to maximum
                oleo extension
                after lift-off.
                When the landing
                gear is extended
                or retracted,
                motion bumps can
                be felt when the
                gear locks into
                position.
------------------------------------------------------------------------
4............  Buffet during        X    X    X    X
                extension and
                retraction of
                landing gear:
               Procedure: Operate
                the landing gear.
                Check that the
                motion cues of
                the buffet
                experienced
                represent the
                actual airplane.
------------------------------------------------------------------------
5............  Buffet in the air    X    X    X    X
                due to flap and
                spoiler/
                speedbrake
                extension and
                approach to stall
                buffet:
               Procedure: Perform
                an approach and
                extend the flaps
                and slats with
                airspeeds
                deliberately in
                excess of the
                normal approach
                speeds. In cruise
                configuration,
                verify the
                buffets
                associated with
                the spoiler/
                speedbrake
                extension. The
                above effects can
                also be verified
                with different
                combinations of
                spoiler/
                speedbrake, flap,
                and landing gear
                settings to
                assess the
                interaction
                effects.
------------------------------------------------------------------------
6............  Approach to stall    X    X    X    X
                buffet:
               Procedure: Conduct
                an approach-to-
                stall with
                engines at idle
                and a
                deceleration of 1
                knot/second.
                Check that the
                motion cues of
                the buffet,
                including the
                level of buffet
                increase with
                decreasing speed,
                are
                representative of
                the actual
                airplane.
------------------------------------------------------------------------
7............  Touchdown cues for   X    X    X    X
                main and nose
                gear:
               Procedure: Conduct
                several normal
                approaches with
                various rates of
                descent. Check
                that the motion
                cues for the
                touchdown bumps
                for each descent
                rate are
                representative of
                the actual
                airplane.
------------------------------------------------------------------------
8............  Nosewheel            X    X    X    X
                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.
------------------------------------------------------------------------
9............  Thrust effect with   X    X    X    X   This effect is
                brakes set:                             most discernible
               Procedure: Set the                       with wing-
                brakes on at the                        mounted engines.
                take-off point
                and increase the
                engine power
                until buffet is
                experienced.
                Evaluate its
                characteristics.
                Confirm that the
                buffet increases
                appropriately
                with increasing
                engine thrust.
------------------------------------------------------------------------
10...........  Mach and maneuver   ...   X    X    X
                buffet:
               Procedure: With
                the simulated
                airplane trimmed
                in 1 g flight
                while at high
                altitude,
                increase the
                engine power so
                that the Mach
                number exceeds
                the documented
                value at which
                Mach buffet is
                experienced.
                Check that the
                buffet begins at
                the same Mach
                number as it does
                in the airplane
                (for the same
                configuration)
                and that buffet
                levels are
                representative of
                the actual
                airplane. For
                certain
                airplanes,
                maneuver buffet
                can also be
                verified for the
                same effects.
                Maneuver buffet
                can occur during
                turning flight at
                conditions
                greater than 1 g,
                particularly at
                higher altitudes.
------------------------------------------------------------------------

[[Page 26567]]

 
11...........  Tire failure        ...  ...   X    X   The pilot may
                dynamics:                               notice some
               Procedure:                               yawing with a
                Simulate a single                       multiple tire
                tire failure and                        failure selected
                a multiple tire                         on the same
                failure.                                side. This
                                                        should require
                                                        the use of the
                                                        rudder to
                                                        maintain control
                                                        of the airplane.
                                                       Dependent on
                                                        airplane type, a
                                                        single tire
                                                        failure may not
                                                        be noticed by
                                                        the pilot and
                                                        should not have
                                                        any special
                                                        motion effect.
                                                        Sound or
                                                        vibration may be
                                                        associated with
                                                        the actual tire
                                                        losing pressure.
------------------------------------------------------------------------
12...........  Engine malfunction  ...   X    X    X
                and engine
                damage:
               Procedure: The
                characteristics
                of an engine
                malfunction as
                stipulated in the
                malfunction
                definition
                document for the
                particular flight
                simulator must
                describe the
                special motion
                effects felt by
                the pilot. Note
                the associated
                engine
                instruments
                varying according
                to the nature of
                the malfunction
                and note the
                replication of
                the effects of
                the airframe
                vibration.
------------------------------------------------------------------------
13...........  Tail strikes and    ...   X    X    X   The motion effect
                engine pod                              should be felt
                strikes:                                as a noticeable
               Procedure: Tail-                         bump. If the
                strikes can be                          tail strike
                checked by over-                        affects the
                rotation of the                         airplane angular
                airplane at a                           rates, the
                speed below Vr                          cueing provided
                while performing                        by the motion
                a takeoff. The                          system should
                effects can also                        have an
                be verified                             associated
                during a landing.                       effect.
               Excessive banking
                of the airplane
                during its take-
                off/landing roll
                can cause a pod
                strike.
------------------------------------------------------------------------


               Table A3E.--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                        Simulator level
   Entry No.                 Sound system            -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
 The following checks are performed during a normal flight profile with
                            motion system ON.
------------------------------------------------------------------------
1..............  Precipitation......................             X    X
------------------------------------------------------------------------
2..............  Rain removal equipment.............             X    X
------------------------------------------------------------------------
3..............  Significant airplane noises                     X    X
                  perceptible to the pilot during
                  normal operations.
------------------------------------------------------------------------
4..............  Abnormal operations for which there             X    X
                  are associated sound cues
                  including, engine malfunctions,
                  landing gear/tire malfunctions,
                  tail and engine pod strike and
                  pressurization malfunction.
------------------------------------------------------------------------
5..............  Sound of a crash when the flight     ...  ...   X    X
                  simulator is landed in excess of
                  limitations.
------------------------------------------------------------------------


               Table A3F.--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                        Simulator level
   Entry No.               Special effects           -------------------
                                                       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              X    X
                  brake failure (flight simulator
                  pitch, side-loading, and
                  directional control
                  characteristics representative of
                  the airplane), including antiskid
                  and decreased brake efficiency due
                  to high brake temperatures (based
                  on airplane related data),
                  sufficient to enable pilot
                  identification of the problem and
                  implementation of appropriate
                  procedures.
------------------------------------------------------------------------
2..............  Effects of Airframe and Engine                  X    X
                  Icing:
                 Required only for those airplanes
                  authorized for operations in known
                  icing conditions.

[[Page 26568]]

 
                 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
-------------------------------------------------------------------------
                                                        Simulator level
   Entry No.               Special effects           -------------------
                                                       A    B    C    D
------------------------------------------------------------------------
  Functions in this table are subject to evaluation only if appropriate
     for the airplane and/or the system is installed on the specific
                               simulator.
------------------------------------------------------------------------
1..............  Simulator Power Switch(es).........   X    X    X    X
------------------------------------------------------------------------
2..............  Airplane conditions
------------------------------------------------------------------------
    2.a........  Gross weight, center of gravity,      X    X    X    X
                  fuel loading and allocation.
------------------------------------------------------------------------
    2.b........  Airplane systems status............   X    X    X    X
------------------------------------------------------------------------
    2.c........  Ground crew functions (e.g., ext.     X    X    X    X
                  power, push back).
------------------------------------------------------------------------
3..............  Airports
------------------------------------------------------------------------
    3.a........  Number and selection...............   X    X    X    X
------------------------------------------------------------------------
    3.b........  Runway selection...................   X    X    X    X
------------------------------------------------------------------------
    3.c........  Runway surface condition (e.g.,      ...  ...   X    X
                  rough, smooth, icy, wet).
------------------------------------------------------------------------
    3.d........  Preset positions (e.g., ramp, gate,   X    X    X    X
                  <greek-i>1 for takeoff, takeoff
                  position, over FAF).
------------------------------------------------------------------------
    3.e........  Lighting controls..................   X    X    X    X
------------------------------------------------------------------------
4..............  Environmental controls
------------------------------------------------------------------------
    4.a........  Visibility (statute miles             X    X    X    X
                  (kilometers)).
------------------------------------------------------------------------
    4.b........  Runway visual range (in feet          X    X    X    X
                  (meters)).
------------------------------------------------------------------------
    4.c........  Temperature........................   X    X    X    X
------------------------------------------------------------------------
    4.d........  Climate conditions (e.g., ice,        X    X    X    X
                  snow, rain).
------------------------------------------------------------------------
    4.e........  Wind speed and direction...........   X    X    X    X
------------------------------------------------------------------------
    4.f........  Windshear..........................  ...  ...   X    X
------------------------------------------------------------------------
    4.g........  Clouds (base and tops).............   X    X    X    X
------------------------------------------------------------------------
5..............  Airplane system malfunctions          X    X    X    X
                  (Inserting and deleting
                  malfunctions into the simulator).
------------------------------------------------------------------------
6..............  Locks, Freezes, and Repositioning
------------------------------------------------------------------------
    6.a........  Problem (all) freeze/release.......   X    X    X    X
------------------------------------------------------------------------
    6.b........  Position (geographic) freeze/         X    X    X    X
                  release.
------------------------------------------------------------------------
    6.c........  Repositioning (locations, freezes,    X    X    X    X
                  and releases).
------------------------------------------------------------------------
    6.d........  Ground speed control...............   X    X    X    X
------------------------------------------------------------------------

[[Page 26569]]

 
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/    X    X    X    X
                  Adjustment/Positive restraint
                  system.
------------------------------------------------------------------------

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

Begin Information

1. Introduction

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

2. Events

a. Initial Conditions

    (1) Airport.
    (2) QNH.
    (3) Temperature.
    (4) Wind/Crosswind.
    (5) Zero Fuel Weight /Fuel/Gross Weight /Center of Gravity.

b. Initial Checks

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

[[Page 26570]]

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

    j. Systems Operation During Climb.
    Check normal operation and malfunctions as appropriate for the 
following systems:
    (1) Air conditioning/Pressurization/Ventilation.
    (2) Autoflight.
    (3) Communications.
    (4) Electrical.
    (5) Fuel.
    (6) Icing Systems.
    (7) Indicating and Recording Systems.
    (8) Navigation/FMS.
    (9) Pneumatics.
    k. Cruise Checks. Select one or several of the following test 
cases:
    (1) Cruise Performance.
    (2) High Speed/High Altitude Handling (check the following):
    (a) Overspeed warning.
    (b) High Speed buffet.
    (c) Aircraft control satisfactory.
    (d) Envelope limiting functions on Computer Controlled 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[deg] 
to 45[deg] bank angle, and check the following:
    (a) Stick force required, satisfactory.
    (b) Wheel requirement to maintain bank angle.
    (c) Slip ball response, satisfactory.
    (d) Time to turn 180[deg].
    Roll aircraft from 45[deg] bank one way to 45[deg] bank the 
opposite direction while maintaining altitude and airspeed--check 
the following:
    (e) Controllability during maneuver.
    (3) Degraded flight controls.
    (4) Holding Procedure (check the following:)
    (a) FMC operation.
    (b) 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.

[[Page 26571]]

    (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 Go-Around.
    (14) CAT III Approach and Landing--System Malfunctions.
    (15) CAT III Approach and Landing--1 Engine Inoperative.
    (16) GPWS evaluation.
    o. Visual Scene--In-Flight Assessment.
    Select three (3) different visual models and perform the 
following checks with ``day,'' ``dusk,'' and ``night'' (as 
appropriate) selected. Reposition the aircraft at or below 2000 feet 
within 10 nm of the airfield. Fly the aircraft around the airport 
environment and assess control of the visual system and evaluate the 
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, re-select 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.

BILLING CODE 4910-13-P

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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

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

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 <plus-minus>15 knots 
(kts).
    (2) Stagnation of airspeed during the takeoff roll.
    (3) Rapid vertical speed change of at least <plus-minus>500 feet 
per minute (fpm).
    (4) Rapid pitch change of at least <plus-minus>5[deg].
    b. Be adjustable in intensity (or other parameter to achieve an 
intensity effect) to at least two (2) levels so that upon 
encountering the windshear the pilot may identify its presence and 
apply the recommended procedures for escape from such a windshear.
    (1) If the intensity is lesser, the performance capability of 
the simulated airplane in the windshear permits the pilot to 
maintain a satisfactory flightpath; and
    (2) If the intensity is greater, the performance capability of 
the simulated airplane in the windshear does not permit the pilot to 
maintain a satisfactory flightpath (crash). Note: The means used to 
accomplish the ``nonsurvivable'' scenario of paragraph 3.b.(2) of 
this attachment, that involve operational elements of the simulated 
airplane, must reflect the dispatch limitations of the airplane.
    c. Be available for use in the FAA-approved windshear flight 
training program.

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

[[Page 26586]]

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

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

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

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

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.

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

    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 image generator is capable 
of generating blue

[[Page 26587]]

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

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

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

End Information

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1. Introduction

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

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: <a href="/cdn-cgi/l/email-protection#cbf2e6aab8a4e6aabdb9e6b8a2a6e6bfaeaaa68badaaaae5aca4bd"><span class="__cf_email__" data-cfemail="d6effbb7a5b9fbb7a0a4fba5bfbbfba2b3b7bb96b0b7b7f8b1b9a0">[email protected]</span></a>. 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).
-----------------------------------------------------------------------

End Information

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

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Begin Information

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

[[Page 26588]]

3. Definitions (Sec.  60.3)

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

4. Qualification Performance Standards (Sec.  60.4)

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

5. Quality Management System (Sec.  60.5)

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

End Information

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6. Sponsor Qualification Requirements. (Sec.  60.7).

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

Begin Information

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

End Information

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

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Begin Information

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

8. FTD Use (Sec.  60.11)

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

End Information

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    9. FTD Objective Data Requirements (Sec.  60.13)
-----------------------------------------------------------------------

Begin QPS Requirements

    a. Flight test data used to validate FTD performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation.
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The airplane configuration, including weight and center of 
gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FTD.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table B2F 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 Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or airplane systems related data is available if 
this data is used to program and operate a qualified FTD. The data 
referred to in this sub-section are those data that are used to 
validate the performance, handling qualities, or other 
characteristics of the aircraft, including data related to any 
relevant changes occurring after the type certification is issued. 
The sponsor must--

[[Page 26589]]

    (1) Within 10 calendar days, notify the NSPM of the existence of 
this data; and
    (2) Within 45 calendar days, notify the NSPM of--
    (i) The schedule to incorporate this data into the FTD; or
    (ii) The reason for not incorporating this data into the FTD.
    e. In those cases where the objective test results authorize a 
``snapshot test'' or a ``series of snapshot test results'' in lieu 
of a time-history result, the sponsor or other data provider must 
ensure that a steady state condition exists at the instant of time 
captured by the ``snapshot.'' The steady state condition must exist 
from 4 seconds prior to, through 1 second following, the instant of 
time captured by the snap shot.

End QPS Requirements

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Begin Information

    f. The FTD sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and if appropriate, with 
the person having supplied the aircraft data package for the FTD in 
order to facilitate the notification described in this paragraph.
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 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-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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

Begin Information

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

End Information

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

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

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1 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 Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a 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 Sec.  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).

[[Page 26590]]

    (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

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

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

[[Page 26591]]

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 Sec.  60.15(d).
    w. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include engine out maneuvers or circling approaches.

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

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

End Information

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13. Previously Qualified FTDs (Sec.  60.17).

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

Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FTD from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FTD will be 
inactive;
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period;
    (3) The NSPM will remove the FTD from the list of qualified 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

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

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 
FAA-approved flight training program. Such FTDs are not required to 
undergo an additional qualification process, except as described in 
Sec.  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 Sec.  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 re-qualification under the standards in effect and current 
at the time of requalification.

End Information

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

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Begin QPS 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

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Begin Information

    e. The sponsor's test sequence and the content of each quarterly 
inspection required

[[Page 26592]]

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

15. Logging FTD Discrepancies (Sec.  60.20)

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

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

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

End Information

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17. Modifications to FTDs (Sec.  60.23)

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

Begin QPS Requirements

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

End QPS Requirements

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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

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

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an 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 Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FTD. Repairs having a larger impact on the FTD's ability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

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Begin Information

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

End Information

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

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

Begin Information

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

End Information

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21. Recordkeeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

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

Begin Information

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

End Information

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[[Page 26593]]

23. [Reserved]

24. Levels of FTD.

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

Begin Information

    a. The following is a general description of each level of FTD. 
Detailed standards and tests for the various levels of FTDs are 
fully defined in Attachments 1 through 3 of this appendix.
    (1) Level 4. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific flight deck and 
at least one operating system. Air/ground logic is required (no 
aerodynamic programming required). All displays may be flat/LCD 
panel representations or actual representations of displays in the 
aircraft. All controls, switches, and knobs may be touch sensitive 
activation (not capable of manual manipulation of the flight 
controls) or may physically replicate the aircraft in control 
operation.
    (2) Level 5. A device that may have an open airplane-specific 
flight deck area, or an enclosed airplane-specific flight deck; 
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; airplane-specific 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

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

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

Begin Information

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

End Information

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

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with 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

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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

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                  Table B1A.--Minimum FTD Requirements
------------------------------------------------------------------------
                 QPS Requirements                       Information
------------------------------------------------------------------------
                                      FTD level
 Entry No.        General FTD      ---------------         Notes
                  requirements       4    5    6
------------------------------------------------------------------------
1. General Flight Deck Configuration
------------------------------------------------------------------------
1.a........  The FTD must have a               X   For FTD purposes, the
              flight deck that is                   flight deck consists
              a replica of the                      of all that space
              airplane simulated                    forward of a cross
              with controls,                        section of the
              equipment,                            fuselage at the most
              observable flight                     extreme aft setting
              deck indicators,                      of the pilots' seats
              circuit breakers,                     including
              and bulkheads                         additional, required
              properly located,                     flight crewmember
              functionally                          duty stations and
              accurate and                          those required
              replicating the                       bulkheads aft of the
              airplane. The                         pilot seats. For
              direction of                          clarification,
              movement of controls                  bulkheads containing
              and switches must be                  only items such as
              identical to that in                  landing gear pin
              the airplane. Pilot                   storage
              seat(s) must afford                   compartments, fire
              the capability for                    axes and
              the occupant to be                    extinguishers, spare
              able to achieve the                   light bulbs,
              design ``eye                          aircraft documents
              position.''                           pouches are not
              Equipment for the                     considered essential
              operation of the                      and may be omitted.
              flight deck windows
              must be included,
              but the actual
              windows need not be
              operable. Fire axes,
              extinguishers, and
              spare light bulbs
              must be available in
              the flight
              simulator, but may
              be relocated to a
              suitable location as
              near as practical to
              the original
              position. Fire axes,
              landing gear pins,
              and any similar
              purpose instruments
              need only be
              represented in
              silhouette.
------------------------------------------------------------------------

[[Page 26594]]

 
1.b........  The FTD must have       X    X
              equipment (e.g.,
              instruments, panels,
              systems, circuit
              breakers, and
              controls) simulated
              sufficiently for the
              authorized training/
              checking events to
              be accomplished. The
              installed equipment
              must be located in a
              spatially correct
              location and may be
              in a flight deck or
              an open flight deck
              area. Additional
              equipment required
              for the authorized
              training/checking
              events must be
              available in the
              FTD, but may be
              located in a
              suitable location as
              near as practical to
              the spatially
              correct position.
              Actuation of
              equipment must
              replicate the
              appropriate function
              in the airplane.
              Fire axes, landing
              gear pins, and any
              similar purpose
              instruments need
              only be represented
              in silhouette.
------------------------------------------------------------------------
2. Programming
------------------------------------------------------------------------
2.a........  The FTD must provide         X    X
              the proper effect of
              aerodynamic changes
              for the combinations
              of drag and thrust
              normally encountered
              in flight. This must
              include the effect
              of change in
              airplane attitude,
              thrust, drag,
              altitude,
              temperature, and
              configuration.
             Level 6 additionally
              requires the effects
              of changes in gross
              weight and center of
              gravity.
             Level 5 requires only
              generic aerodynamic
              programming.
             An SOC is required...
------------------------------------------------------------------------
2.b........  The FTD must have the   X    X    X
              computer (analog or
              digital) capability
              (i.e., capacity,
              accuracy,
              resolution, and
              dynamic response)
              needed to meet the
              qualification level
              sought.
             An SOC is required...
------------------------------------------------------------------------
2.c........  Relative responses of        X    X   The intent is to
              the flight deck                       verify that the FTD
              instruments must be                   provides instrument
              measured by latency                   cues that are,
              tests, or transport                   within the stated
              delay tests, and may                  time delays, like
              not exceed 300                        the airplane
              milliseconds. The                     responses. For
              instruments must                      airplane response,
              respond to abrupt                     acceleration in the
              input at the pilot's                  appropriate,
              position within the                   corresponding
              allotted time, but                    rotational axis is
              not before the time                   preferred.
              when the airplane                     Additional
              responds under the                    information
              same conditions.                      regarding Latency
                                                    and Transport Delay
                                                    testing may be found
                                                    in Appendix A,
                                                    Attachment 2,
                                                    paragraph 15.
             <bullet> 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.
             <bullet> Transport
              Delay: As an
              alternative to the
              Latency requirement,
              a transport delay
              objective test may
              be used to
              demonstrate that the
              FTD system does not
              exceed the specified
              limit. The sponsor
              must measure all the
              delay encountered by
              a step signal
              migrating from the
              pilot's control
              through all the
              simulation software
              modules in the
              correct order, using
              a handshaking
              protocol, finally
              through the normal
              output interfaces to
              the instrument
              display and, if
              applicable, the
              motion system, and
              the visual system.
------------------------------------------------------------------------
3. Equipment Operation
------------------------------------------------------------------------
3.a........  All relevant                 X    X
              instrument
              indications involved
              in the simulation of
              the airplane must
              automatically
              respond to control
              movement or external
              disturbances to the
              simulated airplane;
              e.g., turbulence or
              winds.
------------------------------------------------------------------------
3.b........  Navigation equipment         X    X
              must be installed
              and operate within
              the tolerances
              applicable for the
              airplane.
------------------------------------------------------------------------
             Level 6 must also
              include
              communication
              equipment (inter-
              phone and air/
              ground) like that in
              the airplane and, if
              appropriate to the
              operation being
              conducted, an oxygen
              mask microphone
              system.

[[Page 26595]]

 
             Level 5 need have
              only that navigation
              equipment necessary
              to fly an instrument
              approach.
------------------------------------------------------------------------
3.c........  Installed systems       X    X    X
              must simulate the
              applicable airplane
              system operation,
              both on the ground
              and in flight.
              Installed systems
              must be operative to
              the extent that
              applicable normal,
              abnormal, and
              emergency operating
              procedures included
              in the sponsor's
              training programs
              can be accomplished.
             Level 6 must simulate
              all applicable
              airplane flight,
              navigation, and
              systems operation.
             Level 5 must have at
              least functional
              flight and
              navigational
              controls, displays,
              and instrumentation.
             Level 4 must have at
              least one airplane
              system installed and
              functional.
------------------------------------------------------------------------
3.d........  The lighting            X    X    X   Back-lighted panels
              environment for                       and instruments may
              panels and                            be installed but are
              instruments must be                   not required.
              sufficient for the
              operation being
              conducted.
------------------------------------------------------------------------
3.e........  The FTD must provide              X
              control forces and
              control travel that
              correspond to the
              airplane being
              simulated. Control
              forces must react in
              the same manner as
              in the airplane
              under the same
              flight conditions.
------------------------------------------------------------------------
3.f........  The FTD must provide         X
              control forces and
              control travel of
              sufficient precision
              to manually fly an
              instrument approach.
------------------------------------------------------------------------
4. Instructor or Evaluator Facilities
------------------------------------------------------------------------
4.a........  In addition to the      X    X    X   These seats need not
              flight crewmember                     be a replica of an
              stations, suitable                    aircraft seat and
              seating arrangements                  may be as simple as
              for an instructor/                    an office chair
              check airman and FAA                  placed in an
              Inspector must be                     appropriate
              available. These                      position.
              seats must provide
              adequate view of
              crewmember's
              panel(s).
------------------------------------------------------------------------
4.b........  The FTD must have       X    X    X
              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.
------------------------------------------------------------------------
5. Motion System (not required)
------------------------------------------------------------------------
5.a........  The FTD may have a           X    X   The motion system
              motion system, if                     standards set out in
              desired, although it                  part 60, Appendix A
              is not required. If                   for at least Level A
              a motion system is                    simulators is
              installed and                         acceptable.
              additional training,
              testing, or checking
              credits are being
              sought on the basis
              of having a motion
              system, the motion
              system operation 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.
------------------------------------------------------------------------
5.b........  If a motion system is             X   The motion system
              installed, it must                    standards set out in
              be measured by                        part 60, Appendix A
              latency tests or                      for at least Level A
              transport delay                       simulators is
              tests and may not                     acceptable.
              exceed 300
              milliseconds.
              Instrument response
              may not occur prior
              to motion onset.
------------------------------------------------------------------------
6. Visual System
------------------------------------------------------------------------
6.a........  The FTD may have a      X    X    X
              visual system, if
              desired, although it
              is not required. If
              a visual system is
              installed, it must
              meet the following
              criteria:
------------------------------------------------------------------------
6.a.1......  The visual system      ...   X    X
              must respond to
              abrupt input at the
              pilot's position.
             An SOC is required...
------------------------------------------------------------------------

[[Page 26596]]

 
6.a.2......  The visual system       X    X    X
              must be at least a
              single channel, non-
              collimated display.
             An SOC is required...
------------------------------------------------------------------------
6.a.3......  The visual system       X    X    X
              must provide at
              least a field-of-
              view of 18[deg]
              vertical / 24[deg]
              horizontal for the
              pilot flying.
             An SOC is required...
------------------------------------------------------------------------
6.a.4......  The visual system       X    X    X
              must provide for a
              maximum parallax of
              10[deg] per pilot.
             An SOC is required...
------------------------------------------------------------------------
6.a.5......  The visual scene        X    X    X
              content may not be
              distracting.
             An SOC is required...
------------------------------------------------------------------------
6.a.6......  The minimum distance    X    X    X
              from the pilot's eye
              position to the
              surface of a direct
              view display may not
              be less than the
              distance to any
              front panel
              instrument.
             An SOC is required...
------------------------------------------------------------------------
6.a.7......  The visual system       X    X    X
              must provide for a
              minimum resolution
              of 5 arc-minutes for
              both computed and
              displayed pixel size.
             An SOC is required...
------------------------------------------------------------------------
6.b........  If a visual system is             X   Directly projected,
              installed and                         non-collimated
              additional training,                  visual displays may
              testing, or checking                  prove to be
              credits are being                     unacceptable for
              sought on the basis                   dual pilot
              of having a visual                    applications.
              system, a visual
              system meeting the
              standards set out
              for at least a Level
              A FFS (see Appendix
              A of this part) will
              be required. A
              ``direct-view,'' non-
              collimated visual
              system (with the
              other requirements
              for a Level A visual
              system met) may be
              considered
              satisfactory for
              those installations
              where the visual
              system design ``eye
              point'' is
              appropriately
              adjusted for each
              pilot's position
              such that the
              parallax error is at
              or less than 10[deg]
              simultaneously for
              each pilot.
             An SOC is required...
------------------------------------------------------------------------
7. Sound System
------------------------------------------------------------------------
7.a........  The FTD must simulate             X
              significant flight
              deck sounds
              resulting from pilot
              actions that
              correspond to those
              heard in the
              airplane.
------------------------------------------------------------------------


                Table B1B.--Table of Tasks vs. FTD Level
------------------------------------------------------------------------
                 QPS requirements                       Information
------------------------------------------------------------------------
                   Subjective         FTD level
                Requirements--In   ---------------
             order to be qualified
                   at the FTD
              qualification level
               indicated, the FTD
 Entry No.      must be able to                            Notes
              perform at least the   4    5    6
             tasks associated with
                 that level of
               qualification. See
              Notes 1 and 2 at the
                end of the Table
------------------------------------------------------------------------
1. Preflight Procedures.
------------------------------------------------------------------------
1.a........  Preflight Inspection    A    A    X
              (flight deck only).
------------------------------------------------------------------------
1.b........  Engine Start.........   A    A    X
------------------------------------------------------------------------
1.c........  Pre-takeoff Checks...   A    A    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase.
------------------------------------------------------------------------
2.a........  Rejected Takeoff       ...  ...   A
              (requires visual
              system).
------------------------------------------------------------------------
2.b........  Departure Procedure..  ...   X    X
------------------------------------------------------------------------
3. In-flight Maneuvers.
------------------------------------------------------------------------

[[Page 26597]]

 
3.a........  a. Steep Turns.......  ...   X    X
------------------------------------------------------------------------
3.b........  b. Approaches to       ...   A    X
              Stalls.
------------------------------------------------------------------------
3.c........  c. Engine Failure      ...   A    X
              (procedures only)--
              Multiengine Airplane.
------------------------------------------------------------------------
3.d........  d. Engine Failure      ...   A    X
              (procedures only)--
              Single-Engine
              Airplane.
------------------------------------------------------------------------
3.e........  e. Specific Flight      A    A    A
              Characteristics
              incorporated into
              the user's FAA
              approved flight
              training program.
------------------------------------------------------------------------
4. Instrument Procedures.
------------------------------------------------------------------------
4.a........  Standard Terminal      ...   A    X
              Arrival/Flight
              Management System
              Arrival.
------------------------------------------------------------------------
4.b........  Holding..............  ...   A    X
------------------------------------------------------------------------
4.c........  Precision Instrument,  ...   A    X   e.g., Autopilot,
              all engines                           Manual (Flt. Dir.
              operating.                            Assisted), Manual
                                                    (Raw Data).
------------------------------------------------------------------------
4.d........  Non-precision          ...   A    X   e.g., NDB, VOR, VOR/
              Instrument, all                       DME, VOR/TAC, RNAV,
              engines operating.                    LOC, LOC/BC, ADF,
                                                    and SDF.
------------------------------------------------------------------------
4.e........  Circling Approach      ...  ...   A
              (requires visual
              system).
------------------------------------------------------------------------
4.f........  Missed Approach......  ...   A    X
------------------------------------------------------------------------
5. Normal and Abnormal Procedures.
------------------------------------------------------------------------
5.a........  Engine (including       A    A    X
              shutdown and
              restart--procedures
              only).
------------------------------------------------------------------------
5.b........  Fuel System..........   A    A    X
------------------------------------------------------------------------
5.c........  Electrical System....   A    A    X
------------------------------------------------------------------------
5.d........  Hydraulic System.....   A    A    X
------------------------------------------------------------------------
5.e........  Environmental and       A    A    X
              Pressurization
              Systems.
------------------------------------------------------------------------
5.f........  Fire Detection and      A    A    X
              Extinguisher Systems.
------------------------------------------------------------------------
5.g........  Navigation and          A    A    X
              Avionics Systems.
------------------------------------------------------------------------
5.h........  Automatic Flight        A    A    X
              Control System,
              Electronic Flight
              Instrument System,
              and Related
              Subsystems.
------------------------------------------------------------------------
5.i........  Flight Control          A    A    X
              Systems.
------------------------------------------------------------------------
5.j........  Anti-ice and Deice      A    A    X
              Systems.
------------------------------------------------------------------------
5.k........  Aircraft and Personal   A    A    X
              Emergency Equipment.
------------------------------------------------------------------------
6. Emergency Procedures.
------------------------------------------------------------------------
6.a........  Emergency Descent      ...   A    X
              (maximum rate).
------------------------------------------------------------------------
6.b........  Inflight Fire and      ...   A    X
              Smoke Removal.
------------------------------------------------------------------------
6.c........  Rapid Decompression..  ...   A    X
------------------------------------------------------------------------
6.d........  Emergency Evacuation.   A    A    X
------------------------------------------------------------------------
7. Postflight Procedures.
------------------------------------------------------------------------
7.a........  After-Landing           A    A    X
              Procedures.
------------------------------------------------------------------------

[[Page 26598]]

 
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
------------------------------------------------------------------------
                   Subjective         FTD level
                Requirements  In   ---------------
             order to be qualified
                   at the FTD
              qualification level
 Entry No.     indicated, the FTD                          Notes
                must be able to      4    5    6
              perform at least the
             tasks associated with
                 that level of
                 qualification.
------------------------------------------------------------------------
1. Instructor Operating Station (IOS).
------------------------------------------------------------------------
1.a........  Power switch(es).....   X    X    X
------------------------------------------------------------------------
1.b........  Airplane conditions..   A    X    X   e.g., GW, CG, Fuel
                                                    loading, Systems,
                                                    Ground Crew.
------------------------------------------------------------------------
1.c........  Airports/Runways.....   X    X    X   e.g., Selection and
                                                    Presets; Surface and
                                                    Lighting controls if
                                                    equipped with a
                                                    visual system.
------------------------------------------------------------------------
1.d........  Environmental           X    X    X   e.g., Temp, Wind.
              controls.
------------------------------------------------------------------------
1.e........  Airplane system         A    X    X
              malfunctions
              (Insertion/deletion).
------------------------------------------------------------------------
1.f........  Locks, Freezes, and     X    X    X
              Repositioning.
------------------------------------------------------------------------
1.g........  Sound Controls. (On/    X    X    X
              off/adjustment).
------------------------------------------------------------------------
1.h........  Motion/Control          A    A    A
              Loading System, as
              appropriate. On/off/
              emergency stop.
------------------------------------------------------------------------
2. Observer Seats/Stations.
------------------------------------------------------------------------
2.a........  Position/Adjustment/    X    X   X
              Positive restraint
              system.
------------------------------------------------------------------------
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

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

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

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

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

[[Page 26599]]

results must be provided for each test except where an alternate 
test is specifically authorized by the NSPM. If a flight condition 
or operating condition is required for the test but does not apply 
to the airplane being simulated or to the qualification level 
sought, it may be disregarded (e.g., an engine out missed approach 
for a single-engine airplane; a maneuver using reverse thrust for an 
airplane without reverse thrust capability). Each test result is 
compared against the validation data described in Sec.  60.13, and 
in Appendix B. The results must be produced on an appropriate 
recording device acceptable to the NSPM and must include FTD number, 
date, time, conditions, tolerances, and appropriate dependent 
variables portrayed in comparison to the validation data. Time 
histories are required unless otherwise indicated in Table B2A. All 
results must be labeled using the tolerances and units given.
    b. Table B2A in this attachment sets out the test results 
required, including the parameters, tolerances, and flight 
conditions for FTD validation. Tolerances are provided for the 
listed tests because mathematical modeling and acquisition and 
development of reference data are often inexact. All tolerances 
listed in the following tables are applied to FTD performance. When 
two tolerance values are given for a parameter, the less restrictive 
may be used unless otherwise indicated. 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 Non-normal (NN) control states, 
as indicated in this attachment. Where test results are independent 
of control state, Normal or Non-normal control data may be used. All 
tests in Table 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

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

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



[[Page 26600]]

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

                            Table B2A.--Flight Training Device (FTD) Objective Tests
----------------------------------------------------------------------------------------------------------------
                                                QPS requirements
-----------------------------------------------------------------------------------------------------------------
             Test                                                                        FTD       Information
-------------------------------                        Flight                           level  -----------------
                                   Tolerances        conditions       Test details   ----------
  Entry No.         Title                                                              5    6         Notes
----------------------------------------------------------------------------------------------------------------
1. Performance
----------------------------------------------------------------------------------------------------------------
1.a.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.b.........  Takeoff
----------------------------------------------------------------------------------------------------------------
1.b.1.......  Ground            <plus-minus>5%    Takeoff.........  Record                  X   This test is
               Acceleration      time or <plus-                      acceleration                required only
               Time.             minus>1 sec.                        time for a                  if RTO training
                                                                     minimum of 80%              credit is
                                                                     of the segment              sought.
                                                                     from brake
                                                                     release to VR.
                                                                    Preliminary
                                                                     aircraft
                                                                     certification
                                                                     data may be
                                                                     used.
----------------------------------------------------------------------------------------------------------------
1.b.2.        (Reserved)
through
 1.b.6..
----------------------------------------------------------------------------------------------------------------
1.b.7.......  Rejected Takeoff  <plus-minus>5%    Dry Runway......  Record time for         X   This test is
                                 time or <plus-                      at least 80% of             required only
                                 minus>1.5 sec.                      the segment                 if RTO training
                                                                     from initiation             credit is
                                                                     of the Rejected             sought.
                                                                     Takeoff to full
                                                                     stop.
----------------------------------------------------------------------------------------------------------------
1.b.8.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.c.........  Climb
----------------------------------------------------------------------------------------------------------------
1.c.1.......  Normal Climb all  <plus-minus>3 kt  Clean...........  Flight test data   X    X
               engines           airspeed, <plus-                    or airplane
               operating.        minus>5% or                         performance
                                 <plus-minus>100                     manual data may
                                 ft/min (0.5 m/                      be used. Record
                                 sec) climb rate.                    at nominal
                                                                     climb speed and
                                                                     at nominal
                                                                     altitude. May
                                                                     be a snapshot
                                                                     test result.
                                                                     FTD performance
                                                                     must be
                                                                     recorded over
                                                                     an interval of
                                                                     at least 1,000
                                                                     ft (300 m).
----------------------------------------------------------------------------------------------------------------
1.c.2.        (Reserved)
through
 1.c.4..
----------------------------------------------------------------------------------------------------------------
1.d.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.e.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
1.f.........  Engines
----------------------------------------------------------------------------------------------------------------
1.f.1.......  Acceleration....  Level 6: <plus-   Approach or       Record engine      X    X   See Appendix F
                                 minus>10% Tt,     Landing.          power (N1, N2,              of this part
                                 or <plus-                           EPR, Torque,                for definitions
                                 minus>0.25 sec.                     Manifold                    of Ti and Tt.
                                Level 5: <plus-                      Pressure) from
                                 minus>1 sec.                        idle to maximum
                                                                     takeoff power
                                                                     for a rapid
                                                                     (slam) throttle
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
1.f.2.......  Deceleration....  Level 6: <plus-   Ground..........  Record engine      X    X   See Appendix F
                                 minus>10% Tt,                       power (N1, N2,              of this part
                                 or <plus-                           EPR, Torque,                for definitions
                                 minus>0.25 sec.                     Manifold                    of Ti and Tt.
                                Level 5: <plus-                      Pressure) from
                                 minus>1 sec.                        maximum takeoff
                                                                     power to idle
                                                                     for a rapid
                                                                     (slam) throttle
                                                                     movement.
----------------------------------------------------------------------------------------------------------------
2. Handling Qualities
----------------------------------------------------------------------------------------------------------------

[[Page 26601]]

 
              For FTDs requiring Static tests at the controls (i.e., column, wheel,             Testing of
               rudder pedal), special test fixtures will not be required during                  position versus
               initial or upgrade evaluations if the sponsor's QTG/MQTG shows both               force is not
               test fixture results and the results of an alternative approach, such             applicable if
               as computer plots produced concurrently, that show satisfactory                   forces are
               agreement. Repeat of the alternative method during the initial or                 generated
               upgrade evaluation would then satisfy this test requirement.                      solely by use
                                                                                                 of airplane
                                                                                                 hardware in the
                                                                                                 FTD.
----------------------------------------------------------------------------------------------------------------
2.a.........  Static Control Tests
----------------------------------------------------------------------------------------------------------------
2.a.1.a.....  Pitch Controller  <plus-minus>2 lb  Ground..........  Record results          X
               Position vs.      (0.9 daN)                           for an
               Force and         breakout, <plus-                    uninterrupted
               Surface           minus>10% or                        control sweep
               Position          <plus-minus>5                       to the stops.
               Calibration.      lb (2.2 daN)
                                 force, <plus-
                                 minus>2[deg]
                                 elevator.
----------------------------------------------------------------------------------------------------------------
2.a.1.b.....  Pitch Controller  <plus-minus>2 lb  As determined by  Record results     X        Applicable only
               Position vs.      (0.9 daN)         sponsor.          during initial              on continuing
               Force.            breakout, <plus-                    qualification               qualification
                                 minus>10% or                        evaluation for              evaluations.
                                 <plus-minus>5                       an                          The intent is
                                 lb (2.2 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.2.a.....  Roll Controller   <plus-minus>2 lb  Ground..........  Record results          X
               Position vs.      (0.9 daN)                           for an
               Force and         breakout, <plus-                    uninterrupted
               Surface           minus>10% or                        control sweep
               Position          <plus-minus>3                       to the stops.
               Calibration.      lb (1.3 daN)
                                 force, <plus-
                                 minus>2[deg]
                                 aileron, <plus-
                                 minus>3[deg]
                                 spoiler angle.
----------------------------------------------------------------------------------------------------------------
2.a.2.b.....  Roll Controller   <plus-minus>2 lb  As determined by  Record results     X        Applicable only
               Position vs.      (0.9 daN)         sponsor.          during initial              on continuing
               Force.            breakout, <plus-                    qualification               qualification
                                 minus>10% or                        evaluation for              evaluations.
                                 <plus-minus>3                       an                          The intent is
                                 lb (1.3 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.3.a.....  Rudder Pedal      <plus-minus>5 lb  Ground..........  Record results          X
               Position vs.      (2.2 daN)                           for an
               Force and         breakout, <plus-                    uninterrupted
               Surface           minus>10% or                        control sweep
               Position          <plus-minus>5                       to the stops.
               Calibration.      lb (2.2 daN)
                                 force, <plus-
                                 minus>2[deg]
                                 rudder angle.
----------------------------------------------------------------------------------------------------------------

[[Page 26602]]

 
2.a.3.b.....  Rudder Pedal      <plus-minus>5 lb  As determined by  Record results     X        Applicable only
               Position vs.      (2.2 daN)         sponsor.          during initial              on continuing
               Force.            breakout, <plus-                    qualification               qualification
                                 minus>10% or                        evaluation for              evaluations.
                                 <plus-minus>5                       an                          The intent is
                                 lb (2.2 daN)                        uninterrupted               to design the
                                 force.                              control sweep               control feel
                                                                     to the stops.               for Level 5 to
                                                                     The recorded                be able to
                                                                     tolerances                  manually fly an
                                                                     apply to                    instrument
                                                                     subsequent                  approach; and
                                                                     comparisons on              not to compare
                                                                     continuing                  results to
                                                                     qualification               flight test or
                                                                     evaluations.                other such
                                                                                                 data.
----------------------------------------------------------------------------------------------------------------
2.a.4.......  Nosewheel         <plus-minus>2 lb  Ground..........  Record results          X
               Steering          (0.9 daN)                           of an
               Controller        breakout, <plus-                    uninterrupted
               Force.            minus>10% or                        control sweep
                                 <plus-minus>3                       to the stops.
                                 lb (1.3 daN)
                                 force.
----------------------------------------------------------------------------------------------------------------
2.a.5.......  Rudder Pedal      <plus-            Ground..........  Record results          X
               Steering          minus>2[deg]                        of an
               Calibration.      nosewheel angle.                    uninterrupted
                                                                     control sweep
                                                                     to the stops.
----------------------------------------------------------------------------------------------------------------
2.a.6.......  Pitch Trim        <plus-            Ground..........                          X   The purpose of
               Indicator vs.     minus>0.5[deg]                                                  the test is to
               Surface           of computed                                                     compare the FTD
               Position          trim surface                                                    against design
               Calibration.      angle.                                                          data or
                                                                                                 equivalent.
----------------------------------------------------------------------------------------------------------------
2.a.7.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.a.8.......  Alignment of      <plus-            Ground..........  Requires                X
               Flight deck       minus>5[deg] of                     simultaneous
               Throttle Lever    throttle lever                      recording for
               vs. Selected      angle or <plus-                     all engines.
               Engine            minus>0.8 in (2                     The tolerances
               Parameter.        cm) for power                       apply against
                                 control without                     airplane data
                                 angular travel,                     and between
                                 or <plus-                           engines. In the
                                 minus>3% N1, or                     case of
                                 <plus-                              propeller
                                 minus>0.03 EPR,                     powered
                                 or <plus-                           airplanes, if a
                                 minus>3%                            propeller lever
                                 maximum rated                       is present, it
                                 manifold                            must also be
                                 pressure, or                        checked. For
                                 <plus-minus>3%                      airplanes with
                                 torque.                             throttle
                                                                     ``detents,''
                                                                     all detents
                                                                     must be
                                                                     presented. May
                                                                     be a series of
                                                                     snapshot test
                                                                     results.
----------------------------------------------------------------------------------------------------------------
2.a.9.......  Brake Pedal       <plus-minus>5 lb  Ground..........  Two data points         X   Test not
               Position vs.      (2.2 daN) or                        are required:               required unless
               Force.            10% force.                          Zero and                    RTO credit is
                                                                     maximum                     sought.
                                                                     deflection.
                                                                     Computer output
                                                                     results may be
                                                                     used to show
                                                                     compliance.
----------------------------------------------------------------------------------------------------------------
2.b.........  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.........  Longitudinal Control Tests
----------------------------------------------------------------------------------------------------------------
Power setting is that required for level flight unless otherwise specified.
----------------------------------------------------------------------------------------------------------------
2.c.1.......  Power Change      <plus-minus>5 lb  Approach........  May be a series    X    X
               Force.            (2.2 daN) or,                       of snapshot
                                 <plus-minus>20%                     test results.
                                 pitch conrol                        Power change
                                 force.                              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.
----------------------------------------------------------------------------------------------------------------

[[Page 26603]]

 
2.c.2.......  Flap/Slat Change  <plus-minus>5 lb  Takeoff through   May be a series    X    X
               Force.            (2.2 daN) or,     initial flap      of snapshot
                                 <plus-minus>20%   retraction, and   test results.
                                 pitch conrol      approach to       Flap/Slat
                                 force.            landing.          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.
----------------------------------------------------------------------------------------------------------------
2.c.3.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.c.4.......  Gear Change       <plus-minus>5 lb  Takeoff           May be a series    X    X
               Force.            (2.2 daN) or,     (retraction)      of snapshot
                                 <plus-minus>20%   and Approach      test results.
                                 pitch conrol      (extension).      Gear change
                                 force.                              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.
----------------------------------------------------------------------------------------------------------------
2.c.5.......  Longitudinal      <plus-            Cruise,           Record steady-     X    X
               Trim.             minus>0.5[deg]    Approach, and     state condition
                                 trim surface      Landing.          with wings
                                 angle <plus-                        level and
                                 minus>1[deg]                        thrust set for
                                 elevator <plus-                     level flight.
                                 minus>1[deg]                        May be a series
                                 pitch angle                         of snapshot
                                 <plus-minus>5%                      tests Level 5
                                 net thrust or                       may use
                                 equivalent.                         equivalent
                                                                     stick and trim
                                                                     controllers in
                                                                     lieu of
                                                                     elevator and
                                                                     trim surface.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.6.......  Longitudinal      <plus-minus>5 lb  Cruise,           Continuous time         X
               Maneuvering       (<plus-           Approach, and     history data or
               Stability         minus>2.2 daN)    Landing.          a series of
               (Stick Force/g).  or <plus-                           snapshot tests
                                 minus>10% pitch                     may be used.
                                 controller                          Record results
                                 force                               up to 30[deg]
                                 Alternative                         of bank for
                                 method: <plus-                      approach and
                                 minus>1[deg] or                     landing
                                 <plus-minus>10%                     configurations.
                                 change of                           Record results
                                 elevator.                           for up to
                                                                     45[deg] of bank
                                                                     for the cruise
                                                                     configuration.
                                                                     The force
                                                                     tolerance is
                                                                     not applicable
                                                                     if forces are
                                                                     generated
                                                                     solely by the
                                                                     use of airplane
                                                                     hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit ``stick-
                                                                     force-per-g''
                                                                     characteristics
                                                                     . CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------

[[Page 26604]]

 
2.c.7.......  Longitudinal      <plus-minus>5 lb  Approach........  May be a series    X    X
               Static            (<plus-                             of snapshot
               Stability.        minus>2.2 daN)                      test results.
                                 or <plus-                           Record results
                                 minus>10% pitch                     for at least 2
                                 controller                          speeds above
                                 force.                              and 2 speeds
                                Alternative                          below trim
                                 method: <plus-                      speed. The
                                 minus>1[deg] or                     force tolerance
                                 <plus-minus>10%                     is not
                                 change of                           applicable if
                                 elevator.                           forces are
                                                                     generated
                                                                     solely by the
                                                                     use of airplane
                                                                     hardware in the
                                                                     FTD. The
                                                                     alternative
                                                                     method applies
                                                                     to airplanes
                                                                     that do not
                                                                     exhibit speed
                                                                     stability
                                                                     characteristics
                                                                     . Level 5 must
                                                                     exhibit
                                                                     positive static
                                                                     stability, but
                                                                     need not comply
                                                                     with the
                                                                     numerical
                                                                     tolerance. CCA:
                                                                     Test in Normal
                                                                     and Non-normal
                                                                     control states.
----------------------------------------------------------------------------------------------------------------
2.c.8.......  Stall Warning     <plus-minus>3     Second Segment    The stall          X    X
               (actuation of     kts. airspeed,    Climb, and        maneuver must
               stall warning     <plus-            Approach or       be entered with
               device.).         minus>2[deg]      Landing.          thrust at or
                                 bank for speeds                     near idle power
                                 greater than                        and wings level
                                 actuation of                        (1g). Record
                                 stall warning                       the stall
                                 device or                           warning signal
                                 initial buffet.                     and initial
                                                                     buffet if
                                                                     applicable.
                                                                     CCA: Test in
                                                                     Normal and Non-
                                                                     normal control
                                                                     states.
----------------------------------------------------------------------------------------------------------------
2.c.9.a.....  Phugoid Dynamics  <plus-minus>10%   Cruise..........  The test must      X
                                 period, <plus-                      include
                                 minus>10% of                        whichever is
                                 time to \1/2\                       less of the
                                 or double                           following:
                                 amplitude or                        Three full
                                 <plus-minus>.02                     cycles (six
                                 of damping                          overshoots
                                 ratio.                              after the input
                                                                     is completed),
                                                                     or the number
                                                                     of cycles
                                                                     sufficient to
                                                                     determine time
                                                                     to \1/2\ or
                                                                     double
                                                                     amplitude. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.c.9.b.....  Phugoid Dynamics  <plus-minus>10%   Cruise..........  The test must      X
                                 period,                             include
                                 Representative                      whichever is
                                 damping.                            less of the
                                                                     following:
                                                                     Three full
                                                                     cycles (six
                                                                     overshoots
                                                                     after the input
                                                                     is completed),
                                                                     or the number
                                                                     of cycles
                                                                     sufficient to
                                                                     determine
                                                                     representative
                                                                     damping. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.c.10......  Short Period      <plus-            Cruise..........  CCA: Test in Non-       X
               Dynamics.         minus>1.5[deg]                      normal control
                                 pitch angle or                      state.
                                 <plus-
                                 minus>2[deg]/
                                 sec pitch rate,
                                 <plus-
                                 minus>0.10g
                                 acceleration..
----------------------------------------------------------------------------------------------------------------
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     <plus-minus>10%   Cruise, and       Record results     X    X
               (Rate).           or <plus-         Approach or       for normal roll
                                 minus>2[deg]/     Landing.          controller
                                 sec roll rate.                      deflection (one-
                                                                     third of
                                                                     maximum roll
                                                                     controller
                                                                     travel). May be
                                                                     combined with
                                                                     step input of
                                                                     flight deck
                                                                     roll controller
                                                                     test (see
                                                                     2.d.3.).
----------------------------------------------------------------------------------------------------------------

[[Page 26605]]

 
2.d.3.......  Roll Response to  <plus-minus>10%   Approach or       Record from             X
               Flight deck       or <plus-         Landing.          initiation of
               Roll Controller   minus>2[deg]                        roll through 10
               Step Input.       bank angle.                         seconds after
                                                                     control is
                                                                     returned to
                                                                     neutral and
                                                                     released. May
                                                                     be combined
                                                                     with roll
                                                                     response (rate)
                                                                     test (see
                                                                     2.d.2.). CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.4.a.....  Spiral Stability  Correct trend     Cruise..........  Record results          X   Airplane data
                                 and <plus-                          for both                    averaged from
                                 minus>3[deg] or                     directions. As              multiple tests
                                 <plus-minus>10%                     an alternate                in same
                                 bank angle in                       test,                       direction may
                                 30 seconds.                         demonstrate the             be used.
                                                                     lateral control
                                                                     required to
                                                                     maintain a
                                                                     steady turn
                                                                     with a bank
                                                                     angle of
                                                                     30[deg]. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.4.b.....  Spiral Stability  Correct trend...  Cruise..........  CCA: Test in Non-  X        Airplane data
                                                                     normal control              averaged from
                                                                     state.                      multiple tests
                                                                                                 in same
                                                                                                 direction may
                                                                                                 be used.
----------------------------------------------------------------------------------------------------------------
2.d.5.......  (Reserved)
----------------------------------------------------------------------------------------------------------------
2.d.6.a.....  Rudder Response.  <plus-            Approach or       A rudder step           X
                                 minus>2[deg]/     Landing.          input of 20%-
                                 sec or <plus-                       30% rudder
                                 minus>10% yaw                       pedal throw
                                 rate.                               must be used.
                                                                     Not required if
                                                                     rudder input
                                                                     and response is
                                                                     shown in Dutch
                                                                     Roll test (test
                                                                     2.d.7.). CCA:
                                                                     Test in Normal
                                                                     and Non-normal
                                                                     control states.
----------------------------------------------------------------------------------------------------------------
2.d.6.b.....  Rudder Response.  Roll rate <plus-  Approach or       May be roll        X        May be
                                 minus>2[deg]/     Landing.          response to a               accomplished as
                                 sec, bank angle                     given rudder                a yaw response
                                 <plus-                              deflection.                 test, in which
                                 minus>3[deg].                       CCA: Test in                case the
                                                                     Normal and Non-             procedures and
                                                                     normal control              requirements of
                                                                     states.                     test 2.d.6.a.
                                                                                                 will apply.
----------------------------------------------------------------------------------------------------------------
2.d.7.......  Dutch Roll (Yaw   <plus-minus>0.5   Cruise, and       Record results
               Damper OFF).      sec. or <plus-    Approach or       for at least 6
                                 minus>10% of      Landing.          complete cycles
                                 period, <plus-                      with stability
                                 minus>10% of                        augmentation
                                 time to \1/2\                       OFF, or the
                                 or double                           number of
                                 amplitude or                        cycles
                                 <plus-minus>.02                     sufficient to
                                 of damping                          determine time
                                 ratio.                              to \1/2\ or
                                                                     double
                                                                     amplitude. CCA:
                                                                     Test in Non-
                                                                     normal control
                                                                     state.
----------------------------------------------------------------------------------------------------------------
2.d.8.......  Steady State      For given rudder  Approach or       Use at least two   X    X
               Sideslip.         position <plus-   Landing.          rudder
                                 minus>2[deg]                        positions, one
                                 bank angle,                         of which must
                                 <plus-                              be near maximum
                                 minus>1[deg]                        allowable
                                 sideslip angle,                     rudder.
                                 <plus-minus>10%                     Propeller
                                 or <plus-                           driven
                                 minus>2[deg]                        airplanes must
                                 aileron, <plus-                     test in each
                                 minus>10% or                        direction. May
                                 <plus-                              be a series of
                                 minus>5[deg]                        snapshot test
                                 spoiler or                          results.
                                 equivalent                          Sideslip angle
                                 roll,                               is matched only
                                 controller                          for
                                 position or                         repeatability
                                 force.                              and only on
                                                                     continuing
                                                                     qualification
                                                                     evaluations.
----------------------------------------------------------------------------------------------------------------

[[Page 26606]]

 
2.e.          (Reserved)
through 2.h.
----------------------------------------------------------------------------------------------------------------
3. (Reserved)
----------------------------------------------------------------------------------------------------------------
4. (Reserved)
----------------------------------------------------------------------------------------------------------------
5. (Reserved)
----------------------------------------------------------------------------------------------------------------
6. FTD System Response Time
----------------------------------------------------------------------------------------------------------------
6.a.........  Latency.
----------------------------------------------------------------------------------------------------------------
                                300 ms (or less)  Take-off,         One test is        X    X
                                 after airplane    cruise, and       required in
                                 response.         approach or       each axis
                                                   landing.          (pitch, roll
                                                                     and yaw) for
                                                                     each of the
                                                                     three
                                                                     conditions
                                                                     (take-off,
                                                                     cruise, and
                                                                     approach or
                                                                     landing).
----------------------------------------------------------------------------------------------------------------
              Transport Delay
----------------------------------------------------------------------------------------------------------------
                                300 ms (or less)  N/A.............  A separate test    X    X   If Transport
                                 after                               is required in              Delay is the
                                 controller                          each axis                   chosen method
                                 movement.                           (pitch, roll,               to demonstrate
                                                                     and yaw).                   relative
                                                                                                 responses, the
                                                                                                 sponsor and the
                                                                                                 NSPM will use
                                                                                                 the latency
                                                                                                 values to
                                                                                                 ensure proper
                                                                                                 simulator
                                                                                                 response when
                                                                                                 reviewing those
                                                                                                 existing tests
                                                                                                 where latency
                                                                                                 can be
                                                                                                 identified
                                                                                                 (e.g., short
                                                                                                 period, roll
                                                                                                 response,
                                                                                                 rudder
                                                                                                 response).
----------------------------------------------------------------------------------------------------------------

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

Begin Information

3. For additional information on the following topics, please refer to 
Appendix A, Attachment 2, and the indicated paragraph within that 
attachment

    <bullet> Control Dynamics, paragraph 4.
    <bullet> Motion System, paragraph 6.
    <bullet> Sound System, paragraph 7.
    <bullet> Engineering Simulator Validation Data, paragraph 9.
    <bullet> Validation Test Tolerances, paragraph 11.
    <bullet> Validation Data Road Map, paragraph 12.
    <bullet> Acceptance Guidelines for Alternative Engines Data, 
paragraph 13.
    <bullet> Acceptance Guidelines for Alternative Avionics, 
paragraph 14.
    <bullet> Transport Delay Testing, paragraph 15.
    <bullet> Continuing Qualification Evaluation Validation Data 
Presentation, paragraph 16.

End Information

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

4. Alternative Objective Data for FTD Level 5

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

Begin QPS Requirements

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

[[Page 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

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

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

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

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
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1...............  Performance.
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb rate = 500-1200 fpm
                   gross weight, at best       (2.5-6 m/sec).
                   rate-of-climb airspeed.
------------------------------------------------------------------------
1.f.............  Engines.
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-4 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       2-4 Seconds.
                   power to idle.
------------------------------------------------------------------------
2...............  Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Pull).
                   normal cruise airspeed
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed..
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------

[[Page 26608]]

 
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  40-60 knots; <plus-minus>
                                               5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests.
------------------------------------------------------------------------
2.d.2...........  Roll response (rate). Roll  Must have a roll rate of
                   rate must be measured       40[deg]-25[deg]/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability. Cruise    Initial bank angle (<plus-
                   configuration and normal    minus> 5[deg]) after 20
                   cruise airspeed.            seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response. Use 25     2[deg]-6[deg]/second yaw
                   percent of maximum rudder   rate.
                   deflection. (Applicable
                   to approach or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip. Use  2[deg]-10[deg] of bank;
                   50 percent rudder           4[deg]-10[deg] of
                   deflection. (Applicable     sideslip; and 2[deg]-
                   to approach and landing     10[deg] of aileron.
                   configurations.).
------------------------------------------------------------------------
6...............  FTD System Response Time
------------------------------------------------------------------------
6.a.............  Latency. Flight deck        300 milliseconds or less.
                   instrument systems
                   response to an abrupt
                   pilot controller input.
                   One test is required in
                   each axis (pitch, roll,
                   yaw).
------------------------------------------------------------------------


 Table B2C.--Alternative Data Source for FTD Level 5 Small, Multi-Engine
                        (Reciprocating) Airplane
------------------------------------------------------------------------
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
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 500-1500 fpm
                                               (2.5-7.5 m/sec)
------------------------------------------------------------------------

[[Page 26609]]

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

[[Page 26610]]

 
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.9.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                              May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of
                  Roll rate must be measured   4\1/2\-25\1/2\/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                                               minus> 5[deg]) after 20
                                               seconds.
                  Cruise configuration and
                   normal cruise airspeed.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  3[deg]-6[deg]/second yaw
                                               rate.
                  Use 25 percent of maximum
                   rudder deflection.
                   (Applicable to approach
                   landing configuration.)
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper      A period of 2-5 seconds;
                   off. (Applicable to         and \1/2\-2 cycles.
                   cruise and approach
                   configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank; 4-
                                               10 degrees of sideslip;
                                               and 2[deg]-10[deg] of
                                               aileron.
                  Use 50 percent rudder
                   deflection. (Applicable
                   to approach and landing
                   configurations.)
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------


Table B2D.--Alternative Data Source for FTD Level 5 Small, Single Engine
                       (Turbo-Propeller) Airplane
------------------------------------------------------------------------
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
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb.
------------------------------------------------------------------------
1.c.1...........  Normal climb with nominal   Climb airspeed = 95-115
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 800-1800 fpm
                                               (4-9 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       4-8 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       3-7 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   8 lbs (3.5 daN) of Push
                   level flight at 80% of      force--8 lbs (3.5 daN) of
                   normal cruise airspeed      Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------

[[Page 26611]]

 
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed..
------------------------------------------------------------------------
2.c.4...........  Gear change force.
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed..
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  60-90 knots; <plus-minus>
                                               5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of
                  Roll rate must be measured   4[deg]-25[deg]/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected \1/3\
                   (33.3 percent) of maximum
                   travel.
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                  Cruise configuration and     minus>5[deg]) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn.
------------------------------------------------------------------------

[[Page 26612]]

 
2.d.6.b.........  Rudder response...........  3[deg]-6[deg]/second yaw
                  Use 25 percent of maximum    rate.
                   rudder
                   deflection.(Applicable to
                   approach or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                  (Applicable to cruise and    and \1/2\-3 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank;
                  Use 50 percent rudder        4[deg]-10[deg] of
                   deflection..                sideslip; and 2[deg]-
                  (Applicable to approach      10[deg] of aileron.
                   and landing
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------


Table 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
    Entry No.         Title and procedure                range
------------------------------------------------------------------------
1. Performance
------------------------------------------------------------------------
1.c.............  Climb.....................
------------------------------------------------------------------------
1.b.1...........  Normal climb with nominal   Climb airspeed = 120-140
                   gross weight, at best       knots.
                   rate-of-climb airspeed.    Climb rate = 1000-3000 fpm
                                               (5-15 m/sec).
------------------------------------------------------------------------
1.f.............  Engines
------------------------------------------------------------------------
1.f.1...........  Acceleration; idle to       2-6 Seconds.
                   takeoff power.
------------------------------------------------------------------------
1.f.2...........  Deceleration; takeoff       1-5 Seconds.
                   power to idle.
------------------------------------------------------------------------
2. Handling Qualities
------------------------------------------------------------------------
2.c.............  Longitudinal Tests
------------------------------------------------------------------------
2.c.1...........  Power change force
------------------------------------------------------------------------
                  (a) Trim for straight and   8 lbs (3.5 daN) of Push
                   level flight at 80% of      force to 8 lbs (3.5 daN)
                   normal cruise airspeed      of Pull force.
                   with necessary power.
                   Reduce power to flight
                   idle. Do not change trim
                   or configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   12-22 lbs (5.3-9.7 daN) of
                   level flight at 80% of      force (Push).
                   normal cruise airspeed
                   with necessary power. Add
                   power to maximum setting.
                   Do not change trim or
                   configuration. After
                   stabilized, record column
                   force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.c.2...........  Flap/slat change force
------------------------------------------------------------------------
                  (a) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Pull).
                   fully retracted at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the flaps to 50%
                   of full flap travel.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------

[[Page 26613]]

 
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   5-15 lbs (2.2-6.6 daN) of
                   level flight with flaps     force (Push).
                   extended to 50% of full
                   flap travel, at a
                   constant airspeed within
                   the flaps-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the flaps to
                   zero. After stabilized,
                   record stick force
                   necessary to maintain
                   original airspeed.
------------------------------------------------------------------------
2.c.4...........  Gear change force
------------------------------------------------------------------------
                  (a) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Pull).
                   gear retracted at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Extend the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
                  OR
------------------------------------------------------------------------
                  (b) Trim for straight and   2-12 lbs (0.88-5.3 daN) of
                   level flight with landing   force (Push).
                   gear extended, at a
                   constant airspeed within
                   the landing gear-extended
                   airspeed range. Do not
                   adjust trim or power.
                   Retract the landing gear.
                   After stabilized, record
                   stick force necessary to
                   maintain original
                   airspeed.
------------------------------------------------------------------------
2.b.5...........  Longitudinal trim.........  Must be able to trim
                                               longitudinal stick force
                                               to ``zero'' in each of
                                               the following
                                               configurations: cruise;
                                               approach; and landing.
------------------------------------------------------------------------
2.c.7...........  Longitudinal static         Must exhibit positive
                   stability.                  static stability.
------------------------------------------------------------------------
2.c.8...........  Stall warning (actuation
                   of stall warning device)
                   with nominal gross
                   weight; wings level; and
                   a deceleration rate of
                   not more than three (3)
                   knots per second.
------------------------------------------------------------------------
                  (a) Landing configuration.  80-100 knots; <greek-i>
                                               5[deg] of bank.
------------------------------------------------------------------------
                  (b) Clean configuration...  Landing configuration
                                               speed + 10-20%.
------------------------------------------------------------------------
2.c.8.b.........  Phugoid dynamics..........  Must have a phugoid with a
                                               period of 30-60 seconds.
                                               May not reach \1/2\ or
                                               double amplitude in less
                                               than 2 cycles.
------------------------------------------------------------------------
2.d.............  Lateral Directional Tests
------------------------------------------------------------------------
2.d.2...........  Roll response.............  Must have a roll rate of 4-
                  Roll rate must be measured   25 degrees/second.
                   through at least 30[deg]
                   of roll. Aileron control
                   must be deflected 1/3
                   (33.3 percent) of maximum
                   travel..
------------------------------------------------------------------------
2.d.4.b.........  Spiral stability..........  Initial bank angle (<plus-
                  Cruise configuration and     minus> 5[deg]) after 20
                   normal cruise airspeed.     seconds.
                   Establish a 20[deg]-
                   30[deg] bank. When
                   stabilized, neutralize
                   the aileron control and
                   release. Must be
                   completed in both
                   directions of turn..
------------------------------------------------------------------------
2.d.6.b.........  Rudder response...........  3[deg]-6[deg] /second yaw
                  Use 25 percent of maximum    rate.
                   rudder deflection.
                   (Applicable to approach
                   or landing
                   configuration.).
------------------------------------------------------------------------
2.d.7...........  Dutch roll, yaw damper off  A period of 2-5 seconds;
                  (Applicable to cruise and    and \1/2\-2 cycles.
                   approach configurations.).
------------------------------------------------------------------------
2.d.8...........  Steady state sideslip.....  2[deg]-10[deg] of bank;
                  Use 50 percent rudder       4[deg]-10[deg] of
                   deflection. (Applicable     sideslip; and
                   to approach and landing    2[deg]-10[deg] of aileron.
                   configurations.).
------------------------------------------------------------------------
6. FTD System Response Time
------------------------------------------------------------------------
6.a.............  Flight deck instrument      300 milliseconds or less.
                   systems response to an
                   abrupt pilot controller
                   input. One test is
                   required in each axis
                   (pitch, roll, yaw).
------------------------------------------------------------------------


[[Page 26614]]

End QPS Requirements

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

Begin QPS Requirements

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

    a. Sponsors are not required to use the alternative data 
sources, procedures, and instrumentation. However, a sponsor may 
choose to use one or more of the alternative sources, procedures, 
and instrumentation described in Table B2F.

End QPS Requirements

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

Begin Information

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

End Information

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

                Table B2F.--Alternative Data Sources, Procedures, and Instrumentation Level 6 FTD
----------------------------------------------------------------------------------------------------------------
  QPS REQUIREMENTS  The standards in this table are required if the data gathering           Information
            methods described in paragraph 9 of Appendix B are not used.             ---------------------------
-------------------------------------------------------------------------------------
   Objective test reference number and     Alternative data sources, procedures, and             Notes
                  title                                 instrumentation
----------------------------------------------------------------------------------------------------------------
1.b.1...................................  Data may be acquired through a              This test is required only
Performance.............................   synchronized video recording of a stop      if RTO is sought.
Takeoff.................................   watch and the calibrated airplane
Ground acceleration time................   airspeed indicator. Hand-record the
                                           flight conditions and airplane
                                           configuration.
�����������������������������������������
1.b.7...................................  Data may be acquired through a              This test is required only
Performance.............................   synchronized video recording of a stop      if RTO is sought.
Takeoff.................................   watch and the calibrated airplane
Rejected takeoff........................   airspeed indicator. Hand-record the
                                           flight conditions and airplane
                                           configuration.
�����������������������������������������
1.c.1...................................  Data may be acquired with a synchronized
Performance.............................   video of calibrated airplane instruments
Climb...................................   and engine power throughout the climb
Normal climb all engines operating......   range.
�����������������������������������������
1.f.1...................................  Data may be acquired with a synchronized
Performance.............................   video recording of engine instruments and
Engines.................................   throttle position.
Acceleration............................
�����������������������������������������
1.f.2...................................  Data may be acquired with a synchronized
Performance.............................   video recording of engine instruments and
Engines.................................   throttle position.
Deceleration............................
�����������������������������������������

[[Page 26615]]

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

[[Page 26616]]

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

[[Page 26617]]

 
2.d.6.a.................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Rudder response.........................   instruments; the force/position
                                           measurements of rudder pedals.
�����������������������������������������
2.d.7...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Dutch roll, (yaw damper OFF)............   instruments and the force/position
                                           measurements of flight deck controls.
�����������������������������������������
2.d.8...................................  Data may be acquired by using an inertial
Handling qualities......................   measurement system and a synchronized
Lateral directional tests...............   video of the calibrated airplane
Steady state sideslip...................   instruments and the force/position
                                           measurements of flight deck controls.
----------------------------------------------------------------------------------------------------------------

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

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

Begin Information

1. Discussion

    a. The subjective tests provide a basis for evaluating the 
capability of the FTD to perform over a typical utilization period. 
The items listed in the Table of Functions and Subjective Tests are 
used to determine whether the FTD competently simulates each 
required maneuver, procedure, or task; and verifying correct 
operation of the FTD controls, instruments, and systems. The tasks 
do not limit or exceed the authorizations for use of a given level 
of FTD as described on the 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

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

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

[[Page 26618]]

 
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:
------------------------------------------------------------------------

[[Page 26619]]

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

[[Page 26620]]

 
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
-------------------------------------------------------------------------
                       Operations tasks Tasks in this table are subject
                         to evaluation if appropriate for the airplane
      Entry No.         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).
------------------------------------------------------------------------

[[Page 26621]]

 
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
-------------------------------------------------------------------------
                       Operations tasks Tasks in this table are subject
                         to evaluation if appropriate for the airplane
      Entry No.         system or systems simulated as indicated in the
                       SOQ Configuration List as defined in Appendix B,
                                  Attachment 2 of this part.
------------------------------------------------------------------------
1...................  Level 4 FTDs are required to have at least one
                       operational system. The NSPM will accomplish a
                       functions check of all installed systems,
                       switches, indicators, and equipment at all
                       crewmembers' and instructors' stations, and
                       determine that the flight deck (or flight deck
                       area) design and functions replicate the
                       appropriate airplane.
------------------------------------------------------------------------

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

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

Begin Information

Table of Contents

Title of Sample

Figure B4A Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation
Figure B4B Attachment: 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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[[Page 26634]]


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BILLING CODE 491013CAppendix C to Part 60--Qualification Performance 
Standards for Helicopter Full Flight Simulators

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

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

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. Questions regarding the contents of this publication should 
be sent to the U.S. Department of Transportation, Federal Aviation 
Administration, Flight Standards Service, National Simulator Program 
Staff, AFS-205, 100 Hartsfield Centre Parkway, Suite 400, Atlanta, 
Georgia, 30354. Telephone contact numbers for the NSP are: phone, 
404-832-4700; fax, 404-761-8906. The general e-mail address for the 
NSP office is: <a href="/cdn-cgi/l/email-protection#51687c30223e7c3027237c22383c7c2534303c113730307f363e27"><span class="__cf_email__" data-cfemail="487165293b2765293e3a653b2125653c2d2925082e2929662f273e">[email protected]</span></a>. 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,

[[Page 26635]]

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

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

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Begin Information

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

End Information

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3. Definitions (Sec.  60.3)

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Begin Information

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

End Information

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4. Qualification Performance Standards (Sec.  60.4)

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Begin Information

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

End Information

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5. Quality Management System (Sec.  60.5)

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Begin Information

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

End Information

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6. Sponsor Qualification Requirements (Sec.  60.7)

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Begin Information

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

[[Page 26636]]

FAA-approved flight training programs for the FFSs in the Chicago 
and Moscow centers) because--
    (i) Each FFS in the Chicago center and each FFS in the Moscow 
center is used at least once each 12-month period by another FAA 
certificate holder in that other certificate holder's FAA-approved 
flight training program for the helicopter (as described in Sec.  
60.7(d)(1)); OR
    (ii) A statement is obtained from a qualified pilot (having 
flown the helicopter, not the subject FFS or another FFS during the 
preceding 12-month period) stating that the performance and handling 
qualities of each FFS in the Chicago and Moscow centers represents 
the helicopter (as described in Sec.  60.7(d)(2)).

End Information

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

Begin Information

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

End Information

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8. FFS Use (Sec.  60.11)

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Begin Information

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

End Information

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9. FFS Objective Data Requirements (Sec.  60.13)

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Begin QPS Requirements

    a. Flight test data used to validate FFS performance and 
handling qualities must have been gathered in accordance with a 
flight test program containing the following:
    (1) A flight test plan consisting of:
    (a) The maneuvers and procedures required for aircraft 
certification and simulation programming and validation
    (b) For each maneuver or procedure--
    (i) The procedures and control input the flight test pilot and/
or engineer used.
    (ii) The atmospheric and environmental conditions.
    (iii) The initial flight conditions.
    (iv) The helicopter configuration, including weight and center 
of gravity.
    (v) The data to be gathered.
    (vi) All other information necessary to recreate the flight test 
conditions in the FFS.
    (2) Appropriately qualified flight test personnel.
    (3) An understanding of the accuracy of the data to be gathered 
using appropriate alternative data sources, procedures, and 
instrumentation that is traceable to a recognized standard as 
described in Attachment 2, Table C2D 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 Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to, an amendment to, or 
a revision of data that may relate to FFS performance or handling 
characteristics is available. The data referred to in this paragraph 
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

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Begin Information

    f. The FFS sponsor is encouraged to maintain a liaison with the 
manufacturer of the aircraft being simulated (or with the holder of 
the aircraft type certificate for the aircraft being simulated if 
the manufacturer is no longer in business), and, if appropriate, 
with the person who supplied the aircraft data package for the FFS 
in order to facilitate the notification required by Sec.  60.13(f).
    g. It is the intent of the NSPM that for new aircraft entering 
service, at a point well in advance of preparation of the 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-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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Begin Information

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

End Information

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[[Page 26637]]

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

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Begin QPS Requirements

    a. In order to be qualified at a particular qualification level, 
the FFS must:
    (1) Meet the general requirements listed in Attachment 1 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 Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FFS meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) A 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 Sec.  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.

[[Page 26638]]

    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

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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 Sec.  60.15(d).
    w. Examples of the exclusions for which the FFS might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include takeoffs and landing from slopes and pinnacles.

End Information

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

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

13. Previously Qualified FFSs (Sec.  60.17)

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Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FFS from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FFS will be 
inactive.
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period.
    (3) The NSPM will remove the FFS from the list of qualified 
FSTDs on a mutually established date not later than the date on 
which the first missed continuing qualification evaluation would 
have been scheduled.
    (4) Before the FFS is restored to qualified status, it must be 
evaluated by the NSPM. The evaluation content and the time required 
to accomplish the evaluation is based on the number of continuing 
qualification evaluations and sponsor-conducted quarterly 
inspections missed during the period of inactivity.

[[Page 26639]]

    (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

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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 Sec.  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 Sec.  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

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

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

Begin QPS Requirements

    a. The sponsor must conduct a minimum of four evenly spaced 
inspections throughout the year. The objective test sequence and 
content of each inspection must be developed by the sponsor and must 
be acceptable to the NSPM.
    b. The description of the functional preflight 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

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

Begin Information

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

End Information

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15. Logging FFS Discrepancies (Sec.  60.20)

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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17. Modifications to FFSs (Sec.  60.23)

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

Begin QPS Requirements

    a. The notification described in Sec.  60.23(c)(2) must include 
a complete description of the planned modification, with a 
description of the operational and engineering effect the proposed 
modification will have on the operation of the FFS and the results 
that are expected with the modification incorporated.
    b. Prior to using the modified FFS:
    (1) All the applicable objective tests completed with the 
modification

[[Page 26640]]

incorporated, including any necessary updates to the MQTG (e.g., 
accomplishment of FSTD Directives) must be acceptable to the NSPM; 
and
    (2) The sponsor must provide the NSPM with a statement signed by 
the MR that the factors listed in Sec.  60.15(b) are addressed by 
the appropriate personnel as described in that section.

End QPS Requirements

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Begin Information

    (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

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

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

Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FFS, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. 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 
Sec.  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 Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FFS. Repairs having a larger impact on FFS capability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

End Information

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

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

Begin Information

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

End Information

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

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

Begin Information

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

End Information

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21. Record Keeping and Reporting (Sec.  60.31)

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

Begin QPS Requirements

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

End QPS Requirements

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

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

Begin Information

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

23. [Reserved]

24. [Reserved]

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

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

End Information

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Attachment 1 to Appendix C to Part 60--GENERAL SIMULATOR REQUIREMENTS

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

Begin QPS Requirements

1. Requirements

    a. Certain requirements included in this appendix must be 
supported with 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

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

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



[[Page 26641]]

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               Table C1A.--Minimum Simulator Requirements
------------------------------------------------------------------------
                QPS requirements    Simulator levels      Information
              ----------------------------------------------------------
  Entry No.    General simulator
                  requirements      B      C      D          Notes
------------------------------------------------------------------------
1............  General Flight Deck Configuration
------------------------------------------------------------------------
1.a..........   The simulator        X      X      X   For simulator
                must have a                             purposes, the
                flight deck that                        flight deck
                is a replica of                         consists of all
                the helicopter                          that space
                being simulated.                        forward of a
               The simulator                            cross section of
                must have                               the fuselage at
                controls,                               the most extreme
                equipment,                              aft setting of
                observable                              the pilots'
                flight deck                             seats including
                indicators,                             additional,
                circuit                                 required flight
                breakers, and                           crewmember duty
                bulkheads                               stations and
                properly                                those required
                located,                                bulkheads aft of
                functionally                            the pilot seats.
                accurate and                            For
                replicating the                         clarification,
                helicopter. The                         bulkheads
                direction of                            containing only
                movement of                             items such as
                controls and                            landing gear pin
                switches must be                        storage
                identical to                            compartments,
                that in the                             fire axes and
                helicopter.                             extinguishers,
                Pilot seats must                        spare light
                afford the                              bulbs, and
                capability for                          aircraft
                the occupant to                         documents
                be able to                              pouches are not
                achieve the                             considered
                design ``eye                            essential and
                position''                              may be omitted.
                established for
                the helicopter
                being simulated.
                Equipment for
                the operation of
                the flight deck
                windows must be
                included, but
                the actual
                windows need not
                be operable.
                Fire axes,
                extinguishers,
                and spare light
                bulbs must be
                available in the
                FFS but may be
                relocated to a
                suitable
                location as near
                as practical to
                the original
                position. Fire
                axes, landing
                gear pins, and
                any similar
                purpose
                instruments need
                only be
                represented in
                silhouette.
------------------------------------------------------------------------
1.b..........   Those circuit        X      X      X   .................
                breakers that
                affect
                procedures or
                result in
                observable
                flight deck
                indications must
                be properly
                located and
                functionally
                accurate.
------------------------------------------------------------------------
2............  Programming
------------------------------------------------------------------------
2.a..........  A flight dynamics     X      X      X   .................
                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.
------------------------------------------------------------------------
2.b..........  The simulator         X      X      X   .................
                must have the
                computer
                capacity,
                accuracy,
                resolution, and
                dynamic response
                needed to meet
                the
                qualification
                level sought.
               An SOC is
                required.
------------------------------------------------------------------------
2.c..........  Ground handling
                (where
                appropriate) and
                aerodynamic
                programming must
                include the
                following:.
------------------------------------------------------------------------
2.c.1........  Ground effect....     X      X      X   Applicable areas
                Level B does not                        include flare
                require hover                           and touch down
                programming.                            from a running
               An SOC is                                landing as well
                required.                               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..     X      X      X   Reaction of the
               Level B does not                         helicopter upon
                require hover                           contact with the
                programming.                            landing surface
               An SOC is                                during landing
                required.                               (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                X      X   This may include
                must provide for                        an automated
                manual and                              system, which
                automatic                               could be used
                testing of                              for conducting
                simulator                               at least a
                hardware and                            portion of the
                software                                QTG tests.
                programming to                          Automatic
                determine                               ``flagging'' of
                compliance with                         out-of-tolerance
                simulator                               situations is
                objective tests                         encouraged.
                as prescribed in
                Attachment 2 of
                this appendix.
               An SOC is
                required.
------------------------------------------------------------------------

[[Page 26642]]

 
2.e..........  The relative                            The intent is to
                responses of the                        verify that the
                motion system,                          simulator
                visual system,                          provides
                and flight deck                         instrument,
                instruments must                        motion, and
                be measured by                          visual cues that
                latency tests or                        are like the
                transport delay                         helicopter
                tests. Motion                           responses within
                onset must occur                        the stated time
                before the end                          delays. It is
                of the scan of                          preferable
                that video                              motion onset
                field.                                  occur before the
                Instrument                              start of the
                response may not                        visual scene
                occur prior to                          change (the
                motion onset.                           start of the
                Test results                            scan of the
                must be within                          first video
                the following                           field containing
                limits:                                 different
                                                        information).
                                                        For helicopter
                                                        response,
                                                        acceleration in
                                                        the appropriate
                                                        corresponding
                                                        rotational axis
                                                        is preferred.
------------------------------------------------------------------------
2.e.1........  Response must be      X
                within 150
                milliseconds of
                the helicopter
                response.
2.e.2........  Response must be             X      X
                within 100
                milliseconds of
                the helicopter
                response.
------------------------------------------------------------------------
2.f..........  The simulator                X      X   The simulator
                must simulate                           should represent
                brake and tire                          the motion (in
                failure dynamics                        the appropriate
                (including                              axes) and the
                antiskid                                directional
                failure, if                             control
                appropriate).                           characteristics
               An SOC is                                of the
                required..                              helicopter when
                                                        experiencing
                                                        simulated brake
                                                        or tire
                                                        failures.
------------------------------------------------------------------------
2.g..........  The aerodynamic              X      X   See Attachment 2
                modeling in the                         of this appendix
                simulator must                          for further
                include:.                               information on
               (1) Ground                               ground effect.
                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..
------------------------------------------------------------------------
2.h..........  The simulator         X      X      X
                must provide for
                realistic mass
                properties,
                including gross
                weight, center
                of gravity, and
                moments of
                inertia as a
                function of
                payload and fuel
                loading.
               An SOC is
                required..
------------------------------------------------------------------------
3............  Equipment Operation
------------------------------------------------------------------------
3.a..........  All relevant          X      X      X
                instrument
                indications
                involved in the
                simulation of
                the helicopter
                must
                automatically
                respond to
                control movement
                or external
                disturbances to
                the simulated
                helicopter;
                e.g., turbulence
                or windshear.
                Numerical values
                must be
                presented in the
                appropriate
                units.
------------------------------------------------------------------------
3.b..........  Communications,       X      X      X   See Attachment 3
                navigation,                             of this appendix
                caution, and                            for further
                warning                                 information
                equipment must                          regarding long-
                be installed and                        range navigation
                operate within                          equipment.
                the tolerances
                applicable for
                the helicopter
                being simulated.
------------------------------------------------------------------------
3.c..........  Simulated             X      X      X
                helicopter
                systems must
                operate as the
                helicopter
                systems operate
                under normal,
                abnormal, and
                emergency
                operating
                conditions on
                the ground and
                in flight.
------------------------------------------------------------------------
3.d..........  The simulator         X      X      X
                must provide
                pilot controls
                with control
                forces and
                control travel
                that correspond
                to the simulated
                helicopter. The
                simulator must
                also react in
                the same manner
                as the
                helicopter under
                the same flight
                conditions.
------------------------------------------------------------------------

[[Page 26643]]

 
3.e..........  Simulator control            X      X
                feel dynamics
                must replicate
                the helicopter
                simulated. This
                must be
                determined by
                comparing a
                recording of the
                control feel
                dynamics of the
                simulator to
                helicopter
                measurements.
                For initial and
                upgrade
                evaluations, the
                control dynamic
                characteristics
                must be measured
                and recorded
                directly from
                the flight deck
                controls, and
                must be
                accomplished in
                takeoff, cruise,
                and landing
                conditions and
                configurations.
------------------------------------------------------------------------
4............  Instructor/Evaluator Facilities
------------------------------------------------------------------------
4.a..........  In addition to        X      X      X   The NSPM will
                the flight                              consider
                crewmember                              alternatives to
                stations, the                           this standard
                simulator must                          for additional
                have at least                           seats based on
                two suitable                            unique flight
                seats for the                           deck
                instructor/check                        configurations.
                airman and FAA
                inspector. These
                seats must
                provide adequate
                vision to the
                pilot's panel
                and forward
                windows. All
                seats other than
                flight crew
                seats need not
                represent those
                found in the
                helicopter but
                must be
                adequately
                secured to the
                floor and
                equipped with
                similar positive
                restraint
                devices.
------------------------------------------------------------------------
4.b..........   The simulator        X      X      X
                must have
                controls that
                enable the
                instructor/
                evaluator to
                control all
                required system
                variables and
                insert all
                abnormal or
                emergency
                conditions into
                the simulated
                helicopter
                systems as
                described in the
                sponsor's FAA-
                approved
                training
                program, or as
                described in the
                relevant
                operating manual
                as appropriate.
------------------------------------------------------------------------
4.c..........  The simulator         X      X      X
                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.
------------------------------------------------------------------------
4.d..........  The simulator                X      X   For example,
                must provide the                        another aircraft
                instructor or                           crossing the
                evaluator the                           active runway
                ability to                              and converging
                present ground                          airborne
                and air hazards.                        traffic.
------------------------------------------------------------------------
4.e..........  The simulator                X      X   This is a
                must provide the                        selectable
                instructor or                           condition that
                evaluator the                           is not required
                ability to                              for all
                present the                             operations on or
                effect of re-                           near the
                circulating                             surface.
                dust, water
                vapor, or snow
                conditions that
                develop as a
                result of rotor
                downwash.
------------------------------------------------------------------------
5............  Motion System
------------------------------------------------------------------------
5.a..........  The simulator         X      X      X   For example,
                must have motion                        touchdown cues
                (force) cues                            should be a
                perceptible to                          function of the
                the pilot that                          rate of descent
                are                                     (RoD) of the
                representative                          simulated
                of the motion in                        helicopter.
                a helicopter.
------------------------------------------------------------------------
5.b..........  The simulator         X
                must have a
                motion (force
                cueing) system
                with a minimum
                of three degrees
                of freedom (at
                least pitch,
                roll, and heave).
               An SOC is
                required..
------------------------------------------------------------------------
5.c..........  The simulator                X      X
                must have a
                motion (force
                cueing) system
                that produces
                cues at least
                equivalent to
                those of a six-
                degrees-of-
                freedom,
                synergistic
                platform motion
                system (i.e.,
                pitch, roll,
                yaw, heave,
                sway, and surge).
               An SOC is
                required..
------------------------------------------------------------------------
5.d..........  The simulator         X      X      X
                must provide for
                the recording of
                the motion
                system response
                time.
               An SOC is
                required..
------------------------------------------------------------------------
5.e..........  The simulator
                must provide
                motion effects
                programming to
                include the
                following:.
               (1) Runway            X      X      X
                rumble, oleo
                deflections,
                effects of
                ground speed,
                uneven runway,
                characteristics.
               (2) Buffets due
                to transverse
                flow effects.
               (3) Buffet during
                extension and
                retraction of
                landing gear.

[[Page 26644]]

 
               (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             X      X
                dynamics.
               (9) Engine
                malfunction and
                engine damage
               (10) Airframe
                ground strike
               (11) Motion                         X   For air
                vibrations that                         turbulence,
                result from                             general purpose
                atmospheric                             disturbance
                disturbances.                           models are
                                                        acceptable if,
                                                        when used, they
                                                        produce test
                                                        results that
                                                        approximate
                                                        demonstrable
                                                        flight test
                                                        data.
------------------------------------------------------------------------
5.f..........  The simulator                       X   The simulator
                must provide                            should be
                characteristic                          programmed and
                motion                                  instrumented in
                vibrations that                         such a manner
                result from                             that the
                operation of the                        characteristic
                helicopter (for                         buffet modes can
                example,                                be measured and
                retreating blade                        compared to
                stall, extended                         helicopter data.
                landing gear,
                settling with
                power) in so far
                as vibration
                marks an event
                or helicopter
                state, which can
                be sensed in the
                flight deck.
------------------------------------------------------------------------
6............   Visual System...                       Additional
                                                        horizontal field-
                                                        of-view
                                                        capability may
                                                        be added at the
                                                        sponsor's
                                                        discretion
                                                        provided the
                                                        minimum field-of-
                                                        view is
                                                        retained.
------------------------------------------------------------------------
6.a..........  The simulator         X      X      X
                must have a
                visual system
                providing an out-
                of-the-flight
                deck view.
------------------------------------------------------------------------
6.b..........  The simulator         X
                must provide a
                continuous field-
                of-view of at
                least 75[deg]
                horizontally and
                30[deg]
                vertically per
                pilot seat. Both
                pilot seat
                visual systems
                must be operable
                simultaneously.
                The minimum
                horizontal field-
                of-view coverage
                must be plus and
                minus one-half
                (\1/2\) of the
                minimum
                continuous field-
                of-view
                requirement,
                centered on the
                zero degree
                azimuth line
                relative to the
                aircraft
                fuselage. An SOC
                must explain the
                geometry of the
                installation.
               An SOC is
                required..
------------------------------------------------------------------------
6.c..........   The simulator               X          Optimization of
                must provide a                          the vertical
                continuous                              field-of-view
                visual field-of-                        may be
                view of at least                        considered with
                146[deg]                                respect to the
                horizontally and                        specific
                36[deg]                                 helicopter
                vertically per                          flight deck cut-
                pilot seat. Both                        off angle. The
                pilot seat                              sponsor may
                visual systems                          request the NSPM
                must be operable                        to evaluate the
                simultaneously.                         FFS for specific
                Horizontal field-                       authorization(s)
                of-view is                              for the
                centered on the                         following:
                zero degree                            (1) Specific
                azimuth line                            areas within the
                relative to the                         database needing
                aircraft                                higher
                fuselage. The                           resolution to
                minimum                                 support
                horizontal field-                       landings, take-
                of-view coverage                        offs and ground
                must be plus and                        cushion
                minus one-half                          exercises and
                (\1/2\) of the                          training away
                minimum                                 from a heliport,
                continuous field-                       including
                of-view                                 elevated
                requirement,                            heliport,
                centered on the                         helidecks and
                zero degree                             confined areas.
                azimuth line                           (2) For cross-
                relative to the                         country flights,
                aircraft                                sufficient scene
                fuselage.                               details to allow
               An SOC must                              for ground to
                explain the                             map navigation
                geometry of the                         over a sector
                installation.                           length equal to
                Capability for a                        30 minutes at an
                field-of-view in                        average cruise
                excess of the                           speed.
                minimum is not                         (3) For offshore
                required for                            airborne radar
                qualification at                        approaches
                Level C.                                (ARA),
                However, where                          harmonized
                specific tasks                          visual/radar
                require extended                        representations
                fields of view                          of
                beyond the                              installations.
                146[deg] by
                36[deg] (e.g.,
                to accommodate
                the use of
                ``chin windows''
                where the
                accommodation is
                either integral
                with or separate
                from the primary
                visual system
                display), then
                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..
------------------------------------------------------------------------

[[Page 26645]]

 
6.d..........  The simulator                       X   Optimization of
                must provide a                          the vertical
                continuous                              field-of-view
                visual field-of-                        may be
                view of at least                        considered with
                176[deg]                                respect to the
                horizontally and                        specific
                56[deg]                                 helicopter
                vertically per                          flight deck cut-
                pilot seat. Both                        off angle.The
                pilot seat                              sponsor may
                visual systems                          request the NSPM
                must be operable                        to evaluate the
                simultaneously.                         FFS for specific
                Horizontal field-                       authorization(s)
                of-view is                              for the
                centered on the                         following:
                zero degree                            (1) Specific
                azimuth line                            areas within the
                relative to the                         database needing
                aircraft                                higher
                fuselage. The                           resolution to
                minimum                                 support
                horizontal field-                       landings, take-
                of-view coverage                        offs and ground
                must be plus and                        cushion
                minus one-half                          exercises and
                (\1/2\) of the                          training away
                minimum                                 from a heliport,
                continuous field-                       including
                of-view                                 elevated
                requirement,                            heliport,
                centered on the                         helidecks and
                zero degree                             confined areas.
                azimuth line                           (2) For cross-
                relative to the                         country flights,
                aircraft                                sufficient scene
                fuselage. An SOC                        details to allow
                must explain the                        for ground to
                geometry of the                         map navigation
                installation.                           over a sector
                Capability for a                        length equal to
                field-of-view in                        30 minutes at an
                excess of the                           average cruise
                minimum is not                          speed.
                required for                           (3) For offshore
                qualification at                        airborne radar
                Level D.                                approaches
                However, where                          (ARA),
                specific tasks                          harmonized
                require extended                        visual/radar
                fields of view                          representations
                beyond the                              of
                176[deg] by                             installations.
                56[deg] (e.g.,
                to accommodate
                the use of
                ``chin windows''
                where the
                accommodation is
                either integral
                with or separate
                from the primary
                visual system
                display), then
                the extended
                fields of view
                must be
                provided. When
                considering the
                installation and
                use of augmented
                fields of view,
                the sponsor must
                meet with the
                NSPM to
                determine the
                training,
                testing,
                checking, and
                experience tasks
                for which the
                augmented field-
                of-view
                capability may
                be required.
               An SOC is
                required..
------------------------------------------------------------------------
6.e..........  The visual system     X      X      X   Nonrealistic cues
                must be free                            might include
                from optical                            image
                discontinuities                         ``swimming'' and
                and artifacts                           image ``roll-
                that create non-                        off,'' that may
                realistic cues.                         lead a pilot to
                                                        make incorrect
                                                        assessments of
                                                        speed,
                                                        acceleration and/
                                                        or situational
                                                        awareness.
------------------------------------------------------------------------
6.f..........  The simulator         X      X      X
                must have
                operational
                landing lights
                for night
                scenes.Where
                used, dusk (or
                twilight) scenes
                require
                operational
                landing lights..
------------------------------------------------------------------------
6.g..........  The simulator         X      X      X
                must have
                instructor
                controls for the
                following:
               (1) Visibility in
                statute miles
                (kilometers) and
                runway visual
                range (RVR) in
                ft. (meters)..
               (2) Airport or
                landing area
                selection.
               (3) Airport or
                landing area
                lighting.
------------------------------------------------------------------------
6.h..........  Each airport          X      X      X
                scene displayed
                must include the
                following:
               (1) Airport
                runways and
                taxiways.
               (2) Runway
                definition.
               (a) Runway
                surface and
                markings.
               (b) Lighting for
                the runway in
                use, including
                runway
                threshold, edge,
                centerline,
                touchdown zone,
                VASI (or PAPI),
                and approach
                lighting of
                appropriate
                colors, as
                appropriate.
               (c) Taxiway
                lights.
------------------------------------------------------------------------
6.i..........  The simulator         X      X      X
                must provide
                visual system
                compatibility
                with dynamic
                response
                programming.
------------------------------------------------------------------------
6.j..........  The simulator         X      X      X   This will show
                must show that                          the modeling
                the segment of                          accuracy of the
                the ground                              scene with
                visible from the                        respect to a
                simulator flight                        predetermined
                deck is the same                        position from
                as from the                             the end of the
                helicopter                              runway ``in
                flight deck                             use.''
                (within
                established
                tolerances) when
                at the correct
                airspeed and
                altitude above
                the touchdown
                zone.
------------------------------------------------------------------------
6.k..........  The simulator         X
                must provide
                visual cues
                necessary to
                assess rate of
                change of
                height, height
                AGL, and
                translational
                displacement and
                rates during
                takeoffs and
                landings.
------------------------------------------------------------------------

[[Page 26646]]

 
6.l..........  The simulator                X      X
                must provide
                visual cues
                necessary to
                assess rate of
                change of
                height, height
                AGL, as well as
                translational
                displacement and
                rates during
                takeoff, low
                altitude/low
                airspeed
                maneuvering,
                hover, and
                landing.
------------------------------------------------------------------------
6.m..........  The simulator         X      X      X   Visual attitude
                must provide for                        vs. simulator
                accurate                                attitude is a
                portrayal of the                        comparison of
                visual                                  pitch and roll
                environment                             of the horizon
                relating to the                         as displayed in
                simulator                               the visual scene
                attitude.                               compared to the
                                                        display on the
                                                        attitude
                                                        indicator.
------------------------------------------------------------------------
6.n..........  The simulator                X      X
                must provide for
                quick
                confirmation of
                visual system
                color, RVR,
                focus, and
                intensity.
               An SOC is
                required..
------------------------------------------------------------------------
6.o..........  The simulator                X      X
                must be capable
                of producing at
                least 10 levels
                of occulting.
------------------------------------------------------------------------
6.p..........  Night Visual          X      X      X
                Scenes. The
                simulator must
                provide night
                visual scenes
                with sufficient
                scene content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                Night scenes, as
                a minimum, must
                provide
                presentations of
                sufficient
                surfaces with
                appropriate
                textural cues
                that include
                self-illuminated
                objects such as
                road networks,
                ramp lighting,
                and airport
                signage, to
                conduct a visual
                approach, a
                landing, and
                airport movement
                (taxi). Scenes
                must include a
                definable
                horizon and
                typical terrain
                characteristics
                such as fields,
                roads and bodies
                of water and
                surfaces
                illuminated by
                helicopter
                landing lights.
------------------------------------------------------------------------
6.q..........  Dusk (Twilight)              X      X
                Visual Scenes.
                The simulator
                must provide
                dusk (or
                twilight) visual
                scenes with
                sufficient scene
                content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                Dusk (or
                twilight)
                scenes, as a
                minimum, must
                provide full
                color
                presentations of
                reduced ambient
                intensity,
                sufficient
                surfaces with
                appropriate
                textural cues
                that include
                self-illuminated
                objects such as
                road networks,
                ramp lighting
                and airport
                signage, to
                conduct a visual
                approach,
                landing and
                airport movement
                (taxi). Scenes
                must include a
                definable
                horizon and
                typical terrain
                characteristics
                such as fields,
                roads and bodies
                of water and
                surfaces
                illuminated by
                representative
                aircraft
                lighting (e.g.,
                landing lights).
                If provided,
                directional
                horizon lighting
                must have
                correct
                orientation and
                be consistent
                with surface
                shading effects.
                Total scene
                content must be
                comparable in
                detail to that
                produced by
                10,000 visible
                textured
                surfaces and
                15,000 visible
                lights with
                sufficient
                system capacity
                to display 16
                simultaneously
                moving objects.
               An SOC is
                required..
------------------------------------------------------------------------

[[Page 26647]]

 
6.r..........  Daylight Visual              X      X
                Scenes. The
                simulator must
                have daylight
                visual scenes
                with sufficient
                scene content to
                recognize the
                airport, the
                terrain, and
                major landmarks
                around the
                airport. The
                scene content
                must allow a
                pilot to
                successfully
                accomplish a
                visual landing.
                No ambient
                lighting may
                ``washout'' the
                displayed visual
                scene. Total
                scene content
                must be
                comparable in
                detail to that
                produced by
                10,000 visible
                textured
                surfaces and
                6,000 visible
                lights with
                sufficient
                system capacity
                to display 16
                simultaneously
                moving objects.
                The visual
                display must be
                free of apparent
                and distracting
                quantization and
                other
                distracting
                visual effects
                while the
                simulator is in
                motion.
               An SOC is
                required..
------------------------------------------------------------------------
6.s..........  The simulator                X      X   For example:
                must provide                            short runways,
                operational                             landing
                visual scenes                           approaches over
                that portray                            water, uphill or
                physical                                downhill
                relationships                           runways, rising
                known to cause                          terrain on the
                landing                                 approach path,
                illusions to                            unique
                pilots.                                 topographic
                                                        features.
------------------------------------------------------------------------
6.t..........  The simulator                X      X
                must provide
                special weather
                representations
                of light,
                medium, and
                heavy
                precipitation
                near a
                thunderstorm on
                takeoff and
                during approach
                and landing.
                Representations
                need only be
                presented at and
                below an
                altitude of
                2,000 ft. (610
                m) above the
                airport surface
                and within 10
                miles (16 km) of
                the airport.
------------------------------------------------------------------------
6.u..........  The simulator                X      X   The NSPM will
                must present                            consider
                visual scenes of                        suitable
                wet and snow-                           alternative
                covered runways,                        effects.
                including runway
                lighting
                reflections for
                wet conditions,
                and partially
                obscured lights
                for snow
                conditions.
------------------------------------------------------------------------
6.v..........  The simulator                X      X
                must present
                realistic color
                and
                directionality
                of all airport
                lighting.
------------------------------------------------------------------------
7............  Sound System
------------------------------------------------------------------------
7.a..........  The simulator         X      X      X
                must provide
                flight deck
                sounds that
                result from
                pilot actions
                that correspond
                to those that
                occur in the
                helicopter.
------------------------------------------------------------------------
7.b..........  Volume control,       X      X      X
                if installed,
                must have an
                indication of
                the sound level
                setting.
------------------------------------------------------------------------
7.c..........  The simulator                X      X
                must accurately
                simulate the
                sound of
                precipitation,
                windshield
                wipers, and
                other
                significant
                helicopter
                noises
                perceptible to
                the pilot during
                normal and
                abnormal
                operations, and
                include the
                sound of a crash
                (when the
                simulator is
                landed in an
                unusual attitude
                or in excess of
                the structural
                gear
                limitations);
                normal engine
                sounds; and the
                sounds of gear
                extension and
                retraction.
               An SOC is
                required..
------------------------------------------------------------------------
7.d..........  The simulator                       X
                must provide
                realistic
                amplitude and
                frequency of
                flight deck
                noises and
                sounds.
                Simulator
                performance must
                be recorded,
                compared to
                amplitude and
                frequency of the
                same sounds
                recorded in the
                helicopter, and
                made a part of
                the QTG.
------------------------------------------------------------------------


[[Page 26648]]


             Table C1B.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                   QPS requirements                       Information
------------------------------------------------------------------------
               Subjective requirements    Simulator
                 The simulator must be      levels
                 able to perform the   ---------------
  Entry No.     tasks associated with                        Notes
                    that level of        B    C    D
                    qualification.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a..........  Preflight Inspection      X    X    X
                (Flight deck Only)
                switches, indicators,
                systems, and equipment.
------------------------------------------------------------------------
1.b..........  APU/Engine start and
                run-up.
------------------------------------------------------------------------
1.b.1........  Normal start procedures   X    X    X
------------------------------------------------------------------------
 1.b.2.......  Alternate start           X    X    X
                procedures.
------------------------------------------------------------------------
1.b.3........  Abnormal starts and       X    X    X
                shutdowns (hot start,
                hung start).
------------------------------------------------------------------------
1.c..........  Taxiing--Ground........   X    X    X
------------------------------------------------------------------------
1.d..........  Taxiing--Hover.........   X    X    X
------------------------------------------------------------------------
1.e..........  Pre-takeoff Checks.....   X    X    X
------------------------------------------------------------------------
2. Takeoff and Departure Phase
------------------------------------------------------------------------
2.a..........  Normal takeoff.........
------------------------------------------------------------------------
2.a.1........  From ground............   X    X    X
------------------------------------------------------------------------
2.a.2........  From hover.............        X    X
------------------------------------------------------------------------
2.a.3........  Running................   X    X    X
------------------------------------------------------------------------
2.b..........  Instrument.............   X    X    X
------------------------------------------------------------------------
2.c..........  Powerplant Failure        X    X    X
                During Takeoff.
------------------------------------------------------------------------
2.d..........  Rejected Takeoff.......   X    X    X
------------------------------------------------------------------------
2.e..........  Instrument Departure...   X    X    X
------------------------------------------------------------------------
3. Climb
------------------------------------------------------------------------
3.a..........  Normal.................   X    X    X
------------------------------------------------------------------------
3.b..........  Obstacle clearance.....   X    X    X
------------------------------------------------------------------------
3.c..........  Vertical...............   X    X    X
------------------------------------------------------------------------
3.d..........  One engine inoperative.   X    X    X
------------------------------------------------------------------------
4. In-flight Maneuvers
------------------------------------------------------------------------
4.a..........  Turns (timed, normal,     X    X    X
                steep).
------------------------------------------------------------------------
4.b..........  Powerplant Failure--      X    X    X
                Multiengine
                Helicopters.
------------------------------------------------------------------------
4.c..........  Powerplant Failure--      X    X    X
                Single-Engine
                Helicopters.
------------------------------------------------------------------------
4.d..........  Recovery From Unusual     X    X    X
                Attitudes.
------------------------------------------------------------------------
4.e..........  Settling with Power....   X    X    X
------------------------------------------------------------------------
4.f..........  Specific Flight           A    A    A
                Characteristics
                incorporated into the
                user's FAA approved
                flight training
                program.
------------------------------------------------------------------------
5. Instrument Procedures
------------------------------------------------------------------------
5.a..........  Instrument Arrival.....   X    X    X
------------------------------------------------------------------------
5.b..........  Holding................   X    X    X
------------------------------------------------------------------------
5.c..........  Precision Instrument
                Approach.
------------------------------------------------------------------------

[[Page 26649]]

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

[[Page 26650]]

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


             Table C1C.--Table of Tasks vs. Simulator Level
------------------------------------------------------------------------
                   QPS requirements                       Information
------------------------------------------------------------------------
               Subjective requirements    Simulator
                 The simulator must be      levels
                 able to perform the   ---------------
  Entry No.     tasks associated with                        Notes
                    that level of        B    C    D
                    qualification.
------------------------------------------------------------------------
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/       X    X    X   e.g., Selection,
                Helicopter Landing                      Surface,
                Areas.                                  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         X    X    X
                malfunctions
                (Insertion/deletion).
------------------------------------------------------------------------
1.f..........  Locks, Freezes, and       X    X    X
                Repositioning.
------------------------------------------------------------------------
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/      X    X    X
                Positive restraint
                system.
------------------------------------------------------------------------

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

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

Begin Information

[[Page 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

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

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 Sec.  60.13 and in this appendix. 
Although use of a driver program designed to automatically 
accomplish the tests is encouraged for all simulators and required 
for Level C and Level D simulators, each test must be able to be 
accomplished manually while recording all appropriate parameters. 
The results must be produced on an appropriate recording device 
acceptable to the NSPM and must include simulator number, date, 
time, conditions, tolerances, and appropriate dependent variables 
portrayed in comparison to the validation data. Time histories are 
required unless otherwise indicated in Table C2A. All results must 
be labeled using the tolerances and units given.
    b. Table C2A sets out the test results required, including the 
parameters, tolerances, and flight conditions for simulator 
validation. Tolerances are provided for the listed tests because 
mathematical modeling and acquisition/development of reference data 
are often inexact. All tolerances listed in the following tables are 
applied to simulator performance. When two tolerance values are 
given for a parameter, the less restrictive 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

[[Page 26652]]

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 <plus-minus>0.5 pound 
(0.22 daN) in a static stability test, data to show the correct 
airspeed, power, thrust or torque, helicopter configuration, 
altitude, and other appropriate datum identification parameters must 
also be given. If comparing short period dynamics, normal 
acceleration may be used to establish a match to the helicopter, but 
airspeed, altitude, control input, helicopter configuration, and 
other appropriate data must also be given. All airspeed values must 
be properly annotated (e.g., indicated versus calibrated). In 
addition, the same variables must be used for comparison (e.g., 
compare inches to inches rather than inches to centimeters).
    g. The QTG provided by the sponsor must clearly describe how the 
simulator will be set up and operated for each test. Each simulator 
subsystem may be tested independently, but overall integrated 
testing of the simulator must be accomplished to assure that the 
total simulator system meets the prescribed standards. A manual test 
procedure with explicit and detailed steps for completing each test 
must also be provided.
    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

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

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

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

                             Table C2A.--Full Flight Simulator (FFS) Objective Tests
----------------------------------------------------------------------------------------------------------------
                                        QPS requirements                                           Information
----------------------------------------------------------------------------------------------------------------
             Test                                                                   Simulator
------------------------------                       Flight                           level
                                 Tolerance(s)      condition       Test details  ---------------      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  Light Off Time-- Ground with the  Record each       X    X    X
              acceleration      <plus-           Rotor Brake      engine start
              (transient).      minus>10% or     Used and Not     from the
                                <plus-minus>1    Used, if         initiation of
                                sec., Torque--   applicable.      the start
                                <plus-                            sequence to
                                minus>5%,                         steady state
                                Rotor Speed--                     idle and from
                                <plus-                            steady state
                                minus>3%, Fuel                    idle to
                                Flow--<plus-                      operating RPM.
                                minus>10%, Gas
                                Generator
                                Speed--<plus-
                                minus>5%,
                                Power Turbine
                                Speed--<plus-
                                minus>5%, Gas
                                Turbine Temp.--
                                <plus-
                                minus>30[deg]C.
----------------------------------------------------------------------------------------------------------------
1.a.1.b....  Steady State      Torque--<plus-   Ground.........  Record both       X    X    X
              Idle and          minus>3%,                         steady state
              Operating RPM     Rotor Speed--                     idle and
              conditions.       <plus-                            operating RPM
                                minus>1.5%,                       conditions.
                                Fuel Flow--                       May be a
                                <plus-                            series of
                                minus>5%, Gas                     snapshot
                                Generator                         tests.
                                Speed--<plus-
                                minus>2%,
                                Power Turbine
                                Speed--<plus-
                                minus>2%,
                                Turbine Gas
                                Temp.--<plus-
                                minus>20[deg]C.
----------------------------------------------------------------------------------------------------------------
1.a.2......  Power Turbine     <plus-minus>10%  Ground.........  Record engine     X    X    X
              Speed Trim.       of total                          response to
                                change of                         trim system
                                power turbine                     actuation in
                                speed, or                         both
                                <plus-                            directions.
                                minus>0.5%
                                change of
                                rotor speed.
----------------------------------------------------------------------------------------------------------------

[[Page 26653]]

 
1.a.3......  Engine and Rotor  Torque--<plus-   Climb and        Record results    X    X    X
              Speed Governing.  minus>5%,        descent.         using a step
                                Rotor Speed--                     input to the
                                1.5%.                             collective.
                                                                  May be
                                                                  conducted
                                                                  concurrently
                                                                  with climb and
                                                                  descent
                                                                  performance
                                                                  tests.
----------------------------------------------------------------------------------------------------------------
1.b........  Surface Operations
----------------------------------------------------------------------------------------------------------------
1.b.1......  Minimum Radius    <plus-minus>3    Ground.........  If brakes are     X    X    X
              Turn.             ft. (0.9m) or                     used, brake
                                20% of                            pedal position
                                helicopter                        and brake
                                turn radius.                      system
                                                                  pressure must
                                                                  be matched to
                                                                  the helicopter
                                                                  flight test
                                                                  value.
----------------------------------------------------------------------------------------------------------------
1.b.2......  Rate of Turn vs.  <plus-minus>10%  Ground Takeoff.  If brakes are     X    X    X
              Pedal             or <plus-                         used, brake
              Deflection,       minus>2[deg]/                     pedal position
              Brake             sec. Turn                         and brake
              Application, or   Rate.                             system
              Nosewheel                                           pressure must
              Angle, as                                           be matched to
              applicable.                                         the helicopter
                                                                  flight test
                                                                  value.
----------------------------------------------------------------------------------------------------------------
1.b.3......  Taxi............  Pitch Angle--    Ground.........  Record results    X    X    X
                                <plus-                            for control
                                minus>1.5[deg]                    position and
                                , Torque--                        pitch attitude
                                <plus-                            during ground
                                minus>3%,                         taxi for a
                                Longitudinal                      specific
                                Control                           ground speed,
                                Position--<plu                    wind speed and
                                s-minus>5%,                       direction, and
                                Lateral                           density
                                Control                           altitude.
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.b.4......  Brake             <plus-minus>10%  Ground.........                    X    X    X
              Effectiveness.    of time and
                                distance.
----------------------------------------------------------------------------------------------------------------
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--<plus- Ground/Takeoff   Record results    X    X    X
                                minus>3 kt,      and Initial      of takeoff
                                Altitude--<plu   Segment of       flight path as
                                s-minus>20 ft    Climb.           appropriate to
                                (6.1m),                           helicopter
                                Torque--<plus-                    model
                                minus>3%,                         simulated
                                Rotor Speed--                     (running
                                <plus-                            takeoff for
                                minus>1.5%,                       Level B,
                                Vertical                          takeoff from a
                                Velocity--<plu                    hover for
                                s-minus>100                       Level C and
                                fpm (0.50m/                       D). For Level
                                sec) or 10%,                      B, the
                                Pitch                             criteria apply
                                Attitude--<plu                    only to those
                                s-                                segments at
                                minus>1.5[deg]                    airspeeds
                                , Bank                            above
                                Attitude--<plu                    effective
                                s-                                translational
                                minus>2[deg],                     lift. Results
                                Heading--<plus-                   must be
                                minus>2[deg],                     recorded from
                                Longitudinal                      the initiation
                                Control                           of the takeoff
                                Position--<plu                    to at least
                                s-minus>10%,                      200 ft (61m)
                                Lateral                           AGL.
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%.
----------------------------------------------------------------------------------------------------------------
1.c.2......  One Engine        Airspeed--<plus- Ground/Takeoff;  Record takeoff    X    X    X   Because several
              Inoperative       minus>3 kt,      and Initial      flight path as                  kinds of
              continued         Altitude--<plu   Segment of       appropriate to                  takeoff
              takeoff.          s-minus>20 ft    Climb.           helicopter                      procedures can
                                (6.1m),                           model                           be performed,
                                Torque--<plus-                    simulated.                      the specific
                                minus>3%,                         Results must                    type of
                                Rotor Speed--                     be recorded                     takeoff
                                <plus-                            from the                        profile should
                                minus>1.5%,                       initiation of                   be recorded to
                                Vertical                          the takeoff to                  ensure the
                                Velocity--<plu                    at least 200                    proper takeoff
                                s-minus>100                       ft (61m) AGL.                   profile
                                fpm (0.50m/                                                       comparison
                                sec) or 10%,                                                      test is used.
                                Pitch
                                Attitude--<plu
                                s-
                                minus>1.5[deg]
                                , Bank
                                Attitude--<plu
                                s-
                                minus>2[deg],
                                Heading--<plus-
                                minus>2[deg],
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>10%
                                Lateral
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%.
----------------------------------------------------------------------------------------------------------------

[[Page 26654]]

 
1.c.3......  One Engine        Airspeed--<plus- Ground, Takeoff  Time history           X    X
              inoperative,      minus>3 kt,                       from the take
              rejected take     Altitude--<plu                    off point to
              off.              s-minus>20 ft                     touch down.
                                (6.1m),                           Test
                                Torque--<plus-                    conditions
                                minus>3%,                         near limiting
                                Rotor Speed--                     performance.
                                <plus-
                                minus>1.5%,
                                Pitch
                                Attitude--<plu
                                s-
                                minus>1.5[deg]
                                , Roll angle--
                                <plus-minus>
                                1.5[deg],
                                Heading--<plus-
                                minus>2[deg],
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>10%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%,
                                Distance:--<pl
                                us-minus>7.5%
                                or <plus-
                                minus>30m
                                (100ft).
----------------------------------------------------------------------------------------------------------------
1.d........  Hover
----------------------------------------------------------------------------------------------------------------
             Performance.....  Torque--<plus-   In Ground        Record results         X    X
                                minus>3%,        Effect (IGE);    for light and
                                Pitch            and Out of       heavy gross
                                Attitude--<plu   Ground Effect    weights. May
                                s-               (OGE).           be a series of
                                minus>1.5[deg]                    snapshot
                                , Bank                            tests.
                                Attitude--<plu
                                s-
                                minus>1.5[deg]
                                , Longitudinal
                                Control
                                Position--<plu
                                s-minus>5%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.e........  Vertical Climb
----------------------------------------------------------------------------------------------------------------
             Performance.....  Vertical         From OGE Hover.  Record results         X    X
                                Velocity--<plu                    for light and
                                s-minus>100                       heavy gross
                                fpm (0.50 m/                      weights. May
                                sec) or <plus-                    be a series of
                                minus>10%,                        snapshot
                                Directional                       tests.
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.f........  Level Flight
----------------------------------------------------------------------------------------------------------------
             Performance and   Torque--<plus-   Cruise           Record results    X    X    X   This test
              Trimmed Flight    minus>3%,        (Augmentation    for two gross                   validates
              Control           Pitch            On and Off).     weight and CG                   performance at
              Positions.        Attitude--<plu                    combinations                    speeds above
                                s-                                with varying                    maximum
                                minus>1.5[deg]                    trim speeds                     endurance
                                , Sideslip                        throughout the                  airspeed.
                                Angle--<plus-                     airspeed
                                minus>2[deg],                     envelope. May
                                Longitudinal                      be a series of
                                Control                           snapshot
                                Position--<plu                    tests.
                                s-minus>5%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.g........  Climb
----------------------------------------------------------------------------------------------------------------
             Performance and   Vertical         All engines      Record results    X    X    X   ...............
              Trimmed Flight    Velocity--<plu   operating; One   for two gross
              Control           s-minus>100      engine           weight and CG
              Positions.        fpm (6.1m/sec)   inoperative;     combinations.
                                or <plus-        Augmentation     The data
                                minus>10%,       System(s) On     presented must
                                Pitch            and Off.         be for normal
                                Attitude--<plu                    climb power
                                s-                                conditions.
                                minus>1.5[deg]                    May be a
                                , Sideslip                        series of
                                Angle--<plus-                     snapshot
                                minus>2[deg],                     tests.
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>5%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.h........  Descent
----------------------------------------------------------------------------------------------------------------

[[Page 26655]]

 
1.h.1......  Descent           Torque--<plus-   At or near       Results must be   X    X    X
              Performance and   minus>3%,        1,000 fpm (5 m/  recorded for
              Trimmed Flight    Pitch            sec) rate of     two gross
              Control           Attitude--<plu   descent (RoD)    weight and CG
              Positions.        s-               at normal        combinations.
                                minus>1.5[deg]   approach         May be a
                                , Sideslip       speed.           series of
                                Angle--<plus-    Augmentation     snapshot
                                minus>2[deg],    System(s) On     tests.
                                Longitudinal     and Off.
                                Control
                                Position--<plu
                                s-minus>5%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
1.h.2......  Autorotation      Pitch Attitude-- Steady           Record results    X    X    X
              Performance and   <plus-           descents.        for two gross
              Trimmed Flight    minus>1.5[deg]   Augmentation     weight
              Control           , Sideslip       System(s) On     conditions.
              Positions.        Angle--<plus-    and Off.         Data must be
                                minus>2[deg],                     recorded for
                                Longitudinal                      normal
                                Control                           operating RPM.
                                Position--<plu                    (Rotor speed
                                s-minus>5%,                       tolerance
                                Lateral                           applies only
                                Control                           if collective
                                Position--<plu                    control
                                s-minus>5%,                       position is
                                Directional                       full down.)
                                Control                           Data must be
                                Position--<plu                    recorded for
                                s-minus>5%,                       speeds from 50
                                Collective                        kts, <plus-
                                Control                           minus>5 kts,
                                Position--<plu                    through at
                                s-minus>5%,                       least maximum
                                Vertical                          glide distance
                                Velocity--<plu                    airspeed, or
                                s-minus>100                       maximum
                                fpm or 10%,                       allowable
                                Rotor Speed--                     autorotation
                                <plus-                            airspeed,
                                minus>1.5%.                       whichever is
                                                                  slower. May be
                                                                  a series of
                                                                  snapshot
                                                                  tests.
----------------------------------------------------------------------------------------------------------------
1.i........  Autorotation
----------------------------------------------------------------------------------------------------------------
             Entry...........  Rotor Speed--    Cruise or Climb  Record results         X    X
                                <plus-                            of a rapid
                                minus>3%,                         throttle
                                Pitch                             reduction to
                                Attitude--<plu                    idle. If the
                                s-                                cruise
                                minus>2[deg],                     condition is
                                Roll Attitude--                   selected,
                                <plus-                            comparison
                                minus>3[deg],                     must be made
                                Yaw Attitude--                    for the
                                <plus-                            maximum range
                                minus>5[deg],                     airspeed. If
                                Airspeed--<plu                    the climb
                                s-minus>5                         condition is
                                kts., Vertical                    selected,
                                Velocity--<plu                    comparison
                                s-minus>200                       must be made
                                fpm (1.00 m/                      for the
                                sec) or 10%.                      maximum rate
                                                                  of climb
                                                                  airspeed at or
                                                                  near maximum
                                                                  continuous
                                                                  power.
----------------------------------------------------------------------------------------------------------------
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--<plus- Approach.......  Record results    X    X    X
                                minus>3 kts.,                     of the
                                Altitude--<plu                    approach and
                                s-minus>20 ft.                    landing
                                (6.1m),                           profile as
                                Torque--<plus-                    appropriate to
                                minus>3%,                         the helicopter
                                Rotor Speed--                     model
                                <plus-                            simulated
                                minus>1.5%,                       (running
                                Pitch                             landing for
                                Attitude--<plu                    Level B, or
                                s-                                approach to a
                                minus>1.5[deg]                    hover for
                                , Bank                            Level C and
                                Attitude--<plu                    D). For Level
                                s-                                B, the
                                minus>1.5[deg]                    criteria apply
                                , Heading--                       only to those
                                <plus-                            segments at
                                minus>2[deg],                     airspeeds
                                Longitudinal                      above
                                Control                           effective
                                Position--<plu                    translational
                                s-minus>10%,                      lift.
                                Lateral
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%.
----------------------------------------------------------------------------------------------------------------

[[Page 26656]]

 
1.j.2......  One Engine        Airspeed--<plus- Approach.......  Record results    X    X    X
              Inoperative.      minus>3 kts.,                     for both
                                Altitude--<plu                    Category A and
                                s-minus>20 ft.                    Category B
                                (6.1m),                           approaches and
                                Torque--<plus-                    landing as
                                minus>3%,                         appropriate to
                                Rotor Speed--                     helicopter
                                <plus-                            model
                                minus>1.5%,                       simulated. For
                                Pitch                             Level B, the
                                Attitude--<plu                    criteria apply
                                s-                                only to those
                                minus>1.5[deg]                    segments at
                                , Bank                            airspeeds
                                Attitude--<plu                    above
                                s-                                effective
                                minus>1.5[deg]                    translational
                                , Heading--                       lift.
                                <plus-
                                minus>2[deg],
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>10%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%.
----------------------------------------------------------------------------------------------------------------
1.j.3......  Balked Landing..  Airspeed--<plus- Approach.......  Record the        X    X    X
                                minus>3 kts,                      results for
                                Altitude--<plu                    the maneuver
                                s-minus>20 ft.                    initiated from
                                (6.1m),                           a stabilized
                                Torque--<plus-                    approach at
                                minus>3%,                         the landing
                                Rotor Speed--                     decision point
                                <plus-                            (LDP).
                                minus>1.5%,
                                Pitch
                                Attitude--<plu
                                s-
                                minus>1.5[deg]
                                , Bank
                                Attitude--<plu
                                s-
                                minus>1.5[deg]
                                , Heading--
                                <plus-
                                minus>2[deg],
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>10%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>10%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>10%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>10%.
----------------------------------------------------------------------------------------------------------------
1.j.4......  Autorotational    Torque--<plus-   Landing........  Record the             X    X   Alternative
              Landing.          minus>3%,                         results of an                   approaches for
                                Rotor Speed--                     autorotational                  acquiring this
                                <plus-                            deceleration                    data may be
                                minus>3%,                         and landing                     acceptable,
                                Vertical                          from a                          depending on
                                Velocity--<plu                    stabilized                      the aircraft
                                s-minus>100                       autorotational                  as well as the
                                fpm (0.50m/                       descent, to                     personnel and
                                sec) or 10%,                      touch down. If                  the data
                                Pitch                             flight test                     recording,
                                Attitude--<plu                    data                            reduction, and
                                s-                                containing all                  interpretation
                                minus>2[deg],                     required                        facilities to
                                Bank Attitude--                   parameters for                  be used, are:
                                <plus-                            a complete                      (1) a
                                minus>2[deg],                     power-off                       simulated
                                Heading--<plus-                   landing is not                  autorotational
                                minus>5[deg],                     available from                  flare and
                                Longitudinal                      the aircraft                    reduction of
                                Control                           manufacturer                    rate of
                                Position--<plu                    for this test                   descent (ROD)
                                s-minus>10%,                      and other                       at altitude;
                                Lateral                           qualified                       or (2) a power-
                                Control                           flight test                     on termination
                                Position--<plu                    personnel are                   following an
                                s-minus>10%,                      not available                   autorotational
                                Directional                       to acquire                      approach and
                                Control                           this data, the                  flare.
                                Position--<plu                    sponsor may
                                s-minus>10%,                      coordinate
                                Collective                        with the NSPM
                                Control                           to determine
                                Position--<plu                    if it is
                                s-minus>10%.                      appropriate to
                                                                  accept
                                                                  alternative
                                                                  testing means.
----------------------------------------------------------------------------------------------------------------
2. Handling Qualities...........................................................................................
----------------------------------------------------------------------------------------------------------------
2.a........  Control System Mechanical Characteristics
----------------------------------------------------------------------------------------------------------------
             For simulators requiring Static or Dynamic tests at the controls                    Contact the
              (i.e., cyclic, collective, and pedal), special test fixtures will                   NSPM for
              not be required during initial or upgrade evaluations if the                        clarification
              sponsor's QTG/MQTG shows both test fixture results and the results                  of any issue
              of an alternative approach, such as computer plots produced                         regarding
              concurrently showing satisfactory agreement. Repeat of the                          helicopters
              alternative method during the initial or upgrade evaluation                         with
              satisfies this test requirement. For initial and upgrade                            reversible
              evaluations, the control dynamic characteristics must be measured                   controls or
              at and recorded directly from the flight deck controls, and must                    where the
              be accomplished in hover, climb, cruise, and autorotation.                          required
                                                                                                  validation
                                                                                                  data is not
                                                                                                  attainable.
----------------------------------------------------------------------------------------------------------------

[[Page 26657]]

 
2.a.1......  Cyclic..........  Breakout--<plus- Ground; Static   Record results    X    X    X   Flight Test
                                minus>0.25       conditions       for an                          Data for this
                                lbs. (0.112      with the         uninterrupted                   test does not
                                daN) or 25%;     hydraulic        control sweep                   require the
                                Force--<plus-    system (if       to the stops.                   rotor to be
                                minus>1.0 lb.    applicable)      (This test                      engaged/
                                (0.224 daN) or   pressurized;     does not apply                  turning. The
                                10%.             supplemental     if aircraft                     phrase ``if
                                                 hydraulic        hardware                        applicable''
                                                 pressurization   modular                         regarding
                                                 system may be    controllers                     stability
                                                 used. Trim On    are used.)                      augmentation
                                                 and Off.                                         systems means
                                                 Friction Off                                     if an
                                                 Augmentation                                     augmentation
                                                 (if                                              system is
                                                 applicable) On                                   available and
                                                 and Off.                                         if this system
                                                                                                  may be
                                                                                                  operational on
                                                                                                  the ground
                                                                                                  under static
                                                                                                  conditions as
                                                                                                  described
                                                                                                  here.
----------------------------------------------------------------------------------------------------------------
2.a.2......  Collective/       Breakout--<plus- Ground; Static   Record results    X    X    X   Flight Test
              Pedals.           minus>0.5 lb.    conditions       for an                          Data for this
                                (0.224 daN) or   with the         uninterrupted                   test does not
                                25%; Force--     hydraulic        control sweep                   require the
                                <plus-           system (if       to the stops.                   rotor to be
                                minus>1.0 lb.    applicable)                                      engaged/
                                (0.224 daN) or   pressurized;                                     turning. The
                                10%.             supplemental                                     phrase ``if
                                                 hydraulic                                        applicable''
                                                 pressurization                                   regarding
                                                 system may be                                    stability
                                                 used. Trim On                                    augmentation
                                                 and Off.                                         system means
                                                 Friction Off.                                    if a stability
                                                 Augmentation                                     augmentation
                                                 (if                                              system is
                                                 applicable) On                                   available and
                                                 and Off.                                         if this system
                                                                                                  may be
                                                                                                  operational on
                                                                                                  the ground
                                                                                                  under static
                                                                                                  conditions as
                                                                                                  described
                                                                                                  here.
----------------------------------------------------------------------------------------------------------------
2.a.3......  Brake Pedal       <plus-minus>5    Ground; Static                     X    X    X
              Force vs.         lbs. (2.224      conditions.
              Position.         daN) or 10%.
----------------------------------------------------------------------------------------------------------------
2.a.4......  Trim System Rate  Rate--<plus-     Ground; Static   The tolerance     X    X    X
              (all applicable   minus>10%.       conditions.      applies to the
              systems).                          Trim On,         recorded value
                                                 Friction Off.    of the trim
                                                                  rate.
----------------------------------------------------------------------------------------------------------------
2.a.5......  Control Dynamics  <plus-minus>10%  Hover/Cruise,    Results must be        X    X   Typically,
              (all axes).       of time for      Trim On,         recorded for a                  control
                                first zero       Friction Off.    normal control                  displacement
                                crossing and                      displacement                    of 25% to 50%
                                <plus-minus>10                    in both                         is necessary
                                (N+1)% of                         directions in                   for proper
                                period                            each axis.                      excitation.
                                thereafter,                                                       Control
                                <plus-                                                            Dynamics for
                                minus>10% of                                                      irreversible
                                amplitude of                                                      control
                                first                                                             systems may be
                                overshoot, 20%                                                    evaluated in a
                                of amplitude                                                      ground/static
                                of 2nd and                                                        condition.
                                subsequent                                                        Additional
                                overshoots                                                        information on
                                greater than                                                      control
                                5% of initial                                                     dynamics is
                                displacement,                                                     found later in
                                <plus-minus>1                                                     this
                                overshoot.                                                        attachment.
                                                                                                  ``N'' is the
                                                                                                  sequential
                                                                                                  period of a
                                                                                                  full cycle of
                                                                                                  oscillation.
----------------------------------------------------------------------------------------------------------------
2.a.6......  Control System    <plus-           Ground; Static   Record and        X    X    X   Flight Test
              Freeplay.         minus>0.10       conditions;      compare                         Data for this
                                inches (<plus-   with the         results for                     test does not
                                minus>2.5 mm).   hydraulic        all controls.                   require the
                                                 system (if                                       rotor to be
                                                 applicable)                                      engaged/
                                                 pressurized;                                     turning.
                                                 supplemental
                                                 hydraulic
                                                 pressurization
                                                 system may be
                                                 used.
----------------------------------------------------------------------------------------------------------------
2.b........  Low Airspeed Handling Qualities
----------------------------------------------------------------------------------------------------------------
2.b.1......  Trimmed Flight    Torque--<plus-   Translational    Record results         X    X
              Control           minus>3%,        Flight IGE--     for several
              Positions.        Pitch            Sideward,        airspeed
                                Attitude--<plu   rearward, and    increments to
                                s-               forward          the
                                minus>1.5[deg]   flight.          translational
                                , Bank           Augmentation     airspeed
                                Attitude--<plu   On and Off.      limits and for
                                s-                                45 kts.
                                minus>2[deg],                     forward
                                Longitudinal                      airspeed. May
                                Control                           be a series of
                                Position--<plu                    snapshot
                                s-minus>5%.                       tests.
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------

[[Page 26658]]

 
2.b.2......  Critical Azimuth  Torque--<plus-   Stationary       Record results         X    X
                                minus>3%,        Hover.           for three
                                Pitch            Augmentation     relative wind
                                Attitude--<plu   On and Off.      directions
                                s-                                (including the
                                minus>1.5[deg]                    most critical
                                , Bank                            case) in the
                                Attitude--<plu                    critical
                                s-                                quadrant. May
                                minus>2[deg],                     be a series of
                                Longitudinal                      snapshot
                                Control                           tests.
                                Position--<plu
                                s-minus>5%,
                                Lateral
                                Control
                                Position--<plu
                                s-minus>5%,
                                Directional
                                Control
                                Position--<plu
                                s-minus>5%,
                                Collective
                                Control
                                Position--<plu
                                s-minus>5%.
----------------------------------------------------------------------------------------------------------------
2.b.3......  Control Response
----------------------------------------------------------------------------------------------------------------
2.b.3.a....  Longitudinal....  Pitch Rate--     Hover            Record results         X    X   This is a
                                <plus-           Augmentation     for a step                      ``short time''
                                minus>10% or     On and Off.      control input.                  test conducted
                                <plus-                            The Off-axis                    in a hover, in
                                minus>2[deg]/                     response must                   ground effect,
                                sec., Pitch                       show correct                    without
                                Attitude                          trend for                       entering
                                Change--<plus-                    unaugmented                     translational
                                minus>10% or                      cases.                          flight, to
                                1.5[deg].                                                         provide better
                                                                                                  visual
                                                                                                  reference.
----------------------------------------------------------------------------------------------------------------
2.b.3.b....  Lateral.........  Roll Rate--      Hover            Record results         X    X   This is a
                                <plus-           Augmentation     for a step                      ``short time''
                                minus>10% or     On and Off.      control input.                  test conducted
                                <plus-                            The Off-axis                    in a hover, in
                                minus>3[deg]/                     response must                   ground effect,
                                sec., Roll                        show correct                    without
                                Attitude                          trend for                       entering
                                Change--<plus-                    unaugmented                     translational
                                minus>10% or                      cases.                          flight, to
                                <plus-                                                            provide better
                                minus>3[deg].                                                     visual
                                                                                                  reference.
----------------------------------------------------------------------------------------------------------------
2.b.3.c....  Directional.....  Yaw Rate--<plus- Hover            Record results         X    X   This is a
                                minus>10% or     Augmentation     for a step                      ``short time''
                                <plus-           On and Off.      control input.                  test conducted
                                minus>2[deg]/                     The Off-axis                    in a hover, in
                                sec., Heading                     response must                   ground effect,
                                Change--<plus-                    show correct                    without
                                minus>10% or                      trend for                       entering
                                <plus-                            unaugmented                     translational
                                minus>2[deg].                     cases.                          flight, to
                                                                                                  provide better
                                                                                                  visual
                                                                                                  reference.
----------------------------------------------------------------------------------------------------------------
2.b.3.d....  Vertical........  Normal           Hover            Record results         X    X
                                Acceleration--   Augmentation     for a step
                                <plus-           On and Off.      control input.
                                minus>0.1 g.                      The Off-axis
                                                                  response must
                                                                  show correct
                                                                  trend for
                                                                  unaugmented
                                                                  cases.
----------------------------------------------------------------------------------------------------------------
2.c........  Longitudinal Handling Qualities
----------------------------------------------------------------------------------------------------------------
2.c.1......  Control Response  Pitch Rate--     Cruise           Results must be   X    X    X
                                <plus-           Augmentation     recorded for
                                minus>10% or     On and Off.      two cruise
                                <plus-                            airspeeds to
                                minus>2[deg]/                     include
                                sec., Pitch                       minimum power
                                Attitude                          required
                                Change--<plus-                    speed. Record
                                minus>10% or                      data for a
                                <plus-                            step control
                                minus>1.5[deg]                    input. The Off-
                                .                                 axis response
                                                                  must show
                                                                  correct trend
                                                                  for
                                                                  unaugmented
                                                                  cases.
----------------------------------------------------------------------------------------------------------------
2.c.2......  Static Stability  Longitudinal     Cruise or        Record results    X    X    X
                                Control          Climb.           for a minimum
                                Position:        Autorotation.    of two speeds
                                <plus-           Augmentation     on each side
                                minus>10% of     On and Off.      of the trim
                                change from                       speed. May be
                                trim or <plus-                    a series of
                                minus>0.25 in.                    snapshot
                                (6.3 mm) or                       tests.
                                Longitudinal
                                Control Force
                                : <plus-
                                minus>0.5 lb.
                                (0.223 daN) or
                                <plus-
                                minus>10%.
----------------------------------------------------------------------------------------------------------------
2.c.3......  Dynamic Stability
----------------------------------------------------------------------------------------------------------------

[[Page 26659]]

 
2.c.3.a....  Long-Term         <plus-minus>10%  Cruise           For periodic      X    X    X   The response
              Response.         of calculated    Augmentation     responses,                      may be
                                period, <plus-   On and Off.      record results                  unrepeatable
                                minus>10% of                      for three full                  throughout the
                                time to \1/2\                     cycles (6                       stated time
                                or double                         overshoots                      for certain
                                amplitude, or                     after input                     helicopters.
                                <plus-                            completed) or                   In these
                                minus>0.02 of                     that                            cases, the
                                damping                           sufficient to                   test should
                                ratio.For non-                    determine time                  show at least
                                periodic                          to \1/2\ or                     that a
                                responses, the                    double                          divergence is
                                time history                      amplitude,                      identifiable.
                                must be                           whichever is                    For example:
                                matched within                    less.                           Displacing the
                                <plus-                           The test may be                  cyclic for a
                                minus>3[deg]                      terminated                      given time
                                pitch; and                        prior to 20                     normally
                                <plus-minus>5                     sec. if the                     excites this
                                kts airspeed                      test pilot                      test or until
                                over a 20 sec                     determines                      a given pitch
                                period                            that the                        attitude is
                                following                         results are                     achieved and
                                release of the                    becoming                        then return
                                controls.                         uncontrollably                  the cyclic to
                                                                  divergent..                     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        <plus-           Cruise or        Record results    X    X    X   A control
              Response.         minus>1.5[deg]   Climb.           for at least                    doublet
                                Pitch or <plus-  Augmentation     two airspeeds.                  inserted at
                                minus>2[deg]/    On and Off.                                      the natural
                                sec. Pitch                                                        frequency of
                                Rate. <plus-                                                      the aircraft
                                minus>0.1 g                                                       normally
                                Normal                                                            excites this
                                Acceleration.                                                     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
                                                                                                  characteristic
                                                                                                  s,
                                                                                                  longitudinal
                                                                                                  pulse inputs
                                                                                                  may produce a
                                                                                                  more coherent
                                                                                                  response.
----------------------------------------------------------------------------------------------------------------
2.c.4......  Maneuvering       Longitudinal     Cruise or        Record results    X    X    X
              Stability.        Control          Climb.           for at least
                                Position--<plu   Augmentation     two airspeeds
                                s-minus>10% of   On and Off.      at 30[deg]-
                                change from                       45[deg] roll
                                trim or <plus-                    angle. The
                                minus>0.25 in.                    force may be
                                (6.3 mm) or                       shown as a
                                Longitudinal                      cross plot for
                                Control                           irreversible
                                Forces--<plus-                    systems. May
                                minus>0.5 lb.                     be a series of
                                (0.223 daN) or                    snapshot
                                <plus-                            tests.
                                minus>10%.
----------------------------------------------------------------------------------------------------------------
2.d........  Lateral and Directional Handling Qualities
----------------------------------------------------------------------------------------------------------------
2.d.1......  Control Response
----------------------------------------------------------------------------------------------------------------
2.d.1.a....  Lateral.........  Roll Rate--      Cruise           Record results    X    X    X
                                <plus-           Augmentation     for at least
                                minus>10% or     On and Off.      two airspeeds,
                                <plus-                            including the
                                minus>3[deg]/                     speed at or
                                sec., Roll                        near the
                                Attitude                          minimum power
                                Change--<plus-                    required
                                minus>10% or                      airspeed.
                                <plus-                           Record results
                                minus>3[deg].                     for a step
                                                                  control input.
                                                                  The Off-axis
                                                                  response must
                                                                  show correct
                                                                  trend for
                                                                  unaugmented
                                                                  cases.
----------------------------------------------------------------------------------------------------------------

[[Page 26660]]

 
2.d.1.b....  Directional.....  Yaw Rate--<plus- Cruise           Record data for   X    X    X
                                minus>10% or     Augmentation     at least two
                                <plus-           On and Off.      airspeeds,
                                minus>2[deg]/                     including the
                                sec., Yaw                         speed at or
                                Attitude                          near the
                                Change--<plus-                    minimum power
                                minus>10% or                      required
                                <plus-                            airspeed.
                                minus>2[deg].                    Record results
                                                                  for a step
                                                                  control input.
                                                                  The Off-axis
                                                                  response must
                                                                  show correct
                                                                  trend for
                                                                  unaugmented
                                                                  cases..
----------------------------------------------------------------------------------------------------------------
2.d.2......  Directional       Lateral Control  Cruise; or       Record results    X    X    X   This is a
              Static            Position--<plu   Climb (may use   for at least                    steady heading
              Stability.        s-minus>10% of   Descent          two sideslip                    sideslip test
                                change from      instead of       angles on                       at a fixed
                                trim or <plus-   Climb if         either side of                  collective
                                minus>0.25 in.   desired),        the trim                        position.
                                (6.3 mm) or      Augmentation     point. The
                                Lateral          On and Off.      force may be
                                Control Force--                   shown as a
                                <plus-                            cross plot for
                                minus>0.5 lb.                     irreversible
                                (0.223 daN) or                    systems. May
                                10%, Roll                         be a series of
                                Attitude--<plu                    snapshot
                                s-minus>1.5,                      tests.
                                Directional
                                Control
                                Position--<plu
                                s-minus>10% of
                                change from
                                trim or <plus-
                                minus>0.25 in.
                                (6.3 mm) or
                                Directional
                                Control Force--
                                <plus-minus>1
                                lb. (0.448
                                daN) or 10%,
                                Longitudinal
                                Control
                                Position--<plu
                                s-minus>10% of
                                change from
                                trim or <plus-
                                minus>0.25 in.
                                (6.3 mm),
                                Vertical
                                Velocity--<plu
                                s-minus>100
                                fpm (0.50m/
                                sec) or 10%.
----------------------------------------------------------------------------------------------------------------
2.d.3......  Dynamic Lateral and Directional Stability
----------------------------------------------------------------------------------------------------------------
2.d.3.a....  Lateral-          <plus-minus>0.5  Cruise or        Record results    X    X    X
              Directional       sec. or <plus-   Climb.           for at least
              Oscillations.     minus>10% of     Augmentation     two airspeeds.
                                period, <plus-   On and Off.      The test must
                                minus>10% of                      be initiated
                                time to \1/2\                     with a cyclic
                                or double                         or a pedal
                                amplitude or                      doublet input.
                                <plus-                            Record results
                                minus>0.02 of                     for six full
                                damping ratio,                    cycles (12
                                <plus-                            overshoots
                                minus>20% or                      after input
                                <plus-minus>1                     completed) or
                                sec of time                       that
                                difference                        sufficient to
                                between peaks                     determine time
                                of bank and                       to \1/2\ or
                                sideslip. For                     double
                                non-periodic                      amplitude,
                                responses, the                    whichever is
                                time history                      less. The test
                                must be                           may be
                                matched within                    terminated
                                <plus-minus>10                    prior to 20
                                knots                             sec if the
                                Airspeed;                         test pilot
                                <plus-                            determines
                                minus>5[deg]/s                    that the
                                Roll Rate or                      results are
                                <plus-                            becoming
                                minus>5[deg]                      uncontrollably
                                Roll Attitude;                    divergent.
                                <plus-
                                minus>4[deg]/s
                                Yaw Rate or
                                <plus-
                                minus>4[deg]
                                Yaw Angle over
                                a 20 sec
                                period roll
                                angle
                                following
                                release of the
                                controls.
----------------------------------------------------------------------------------------------------------------
2.d.3.b....  Spiral            <plus-           Cruise or        Record the        X    X    X
              Stability.        minus>2[deg]     Climb.           results of a
                                or <plus-        Augmentation     release from
                                minus>10% roll   On and Off.      pedal only or
                                angle.                            cyclic only
                                                                  turns for 20
                                                                  sec. Results
                                                                  must be
                                                                  recorded from
                                                                  turns in both
                                                                  directions.
                                                                  Terminate
                                                                  check at zero
                                                                  roll angle or
                                                                  when the test
                                                                  pilot
                                                                  determines
                                                                  that the
                                                                  attitude is
                                                                  becoming
                                                                  uncontrollably
                                                                  divergent.
----------------------------------------------------------------------------------------------------------------
2.d.3.c....  Adverse/Proverse  Correct Trend,   Cruise or        Record the time   X    X    X
              Yaw.              <plus-           Climb.           history of
                                minus>2[deg]     Augmentation     initial entry
                                transient        On and Off.      into cyclic
                                sideslip                          only turns,
                                angle.                            using only a
                                                                  moderate rate
                                                                  for cyclic
                                                                  input. Results
                                                                  must be
                                                                  recorded for
                                                                  turns in both
                                                                  directions.
----------------------------------------------------------------------------------------------------------------
3. Motion System................................................................................................
----------------------------------------------------------------------------------------------------------------

[[Page 26661]]

 
3.a........  Frequency response
----------------------------------------------------------------------------------------------------------------
                               Based on         N/A............  Required as       X    X    X
                                Simulator                         part of the
                                Capability.                       MQTG. The test
                                                                  must
                                                                  demonstrate
                                                                  frequency
                                                                  response of
                                                                  the motion
                                                                  system as
                                                                  specified by
                                                                  the applicant
                                                                  for flight
                                                                  simulator
                                                                  qualification.
----------------------------------------------------------------------------------------------------------------
3.b........  Leg Balance
----------------------------------------------------------------------------------------------------------------
             Leg Balance.....  Based on         N/A............  Required as       X    X    X
                                Simulator                         part of the
                                Capability.                       MQTG. The test
                                                                  must
                                                                  demonstrate
                                                                  motion system
                                                                  leg balance as
                                                                  specified by
                                                                  the applicant
                                                                  for flight
                                                                  simulator
                                                                  qualification.
----------------------------------------------------------------------------------------------------------------
3.c........  Turn Around
----------------------------------------------------------------------------------------------------------------
             Turn Around.....  Based on         N/A............  Required as       X    X    X
                                Simulator                         part of the
                                Capability.                       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.
----------------------------------------------------------------------------------------------------------------
3.d........  Motion system repeatability
----------------------------------------------------------------------------------------------------------------
                               With the same    Accomplished in  Required as       X    X    X   See Paragraph
                                input signal,    both the         part of the                     6.c. in this
                                the test         ``ground''       the MQTG. The                   attachment for
                                results must     mode and in      test is                         additional
                                be repeatable    the ``flight''   accomplished                    information.
                                to within        mode of the      by injecting a                  Note: if there
                                <plus-           motion system    motion signal                   is no
                                minus>0.05g      operation.       to generate                     difference in
                                actual                            movement of                     the model for
                                platform                          the platform.                   ``ground'' and
                                linear                            The input must                  ``flight''
                                acceleration                      be such that                    operation of
                                in each axis.                     the rotational                  the motion
                                                                  accelerations,                  system, this
                                                                  rotational                      should be
                                                                  rates, and                      described in
                                                                  linear                          an SOC and
                                                                  accelerations                   will not
                                                                  are inserted                    require tests
                                                                  before the                      in both modes.
                                                                  transfer from
                                                                  helicopter
                                                                  center of
                                                                  gravity to the
                                                                  pilot
                                                                  reference
                                                                  point with a
                                                                  minimum
                                                                  amplitude of
                                                                  5[deg]/sec/
                                                                  sec, 10[deg]/
                                                                  sec and 0.3g,
                                                                  respectively.
----------------------------------------------------------------------------------------------------------------
3.e........  Motion cueing performance signature
----------------------------------------------------------------------------------------------------------------
                                                                 Required as                     See paragraph
                                                                  part of MQTG.                   6.d., of this
                                                                  These tests                     attachment,
                                                                  must be run                     Motion cueing
                                                                  with the                        performance
                                                                  motion buffet                   signature.
                                                                  mode disabled.
----------------------------------------------------------------------------------------------------------------
3.e.1......  Takeoff (all      As specified by  Ground.........  Pitch attitude    X    X    X   Associated to
              engines).         the sponsor                       due to initial                  test number
                                for flight                        climb must                      1.c.1.
                                simulator                         dominate over
                                qualification.                    cab tilt due
                                                                  to
                                                                  longitudinal
                                                                  acceleration.
----------------------------------------------------------------------------------------------------------------
3.e.2......  Hover             As specified by  Ground.........                         X    X   Associated to
              performance       the sponsor                                                       test number
              (IGE and OGE).    for flight                                                        1.d.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.e.3......  Autorotation      As specified by  Flight.........                         X    X   Associated to
              (entry).          the sponsor                                                       test number
                                for flight                                                        1.i.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------

[[Page 26662]]

 
3.e.4......  Landing (all      As specified by  Flight.........                    X    X    X   Associated to
              engines).         the sponsor                                                       test number
                                for flight                                                        1.j.1.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.e.5......  Autorotation      As specified by  Flight.........                         X    X   Associated to
              (landing).        the sponsor                                                       test number
                                for flight                                                        1.j.4.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.e.6......  Control Response
----------------------------------------------------------------------------------------------------------------
3.e.6.a....  Longitudinal....  As specified by  Flight.........                    X    X    X   Associated to
                                the sponsor                                                       test number
                                for flight                                                        2.c.1.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.e.6.b....  Lateral.........  As specified by  Ground.........                    X    X    X   Associated to
                                the sponsor                                                       test number
                                for flight                                                        2.d.1.a.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.e.6.c....  Directional.....  As specified by                                     X    X    X   Associated to
                                the sponsor                                                       test number
                                for flight                                                        2.d.1.c.
                                simulator
                                qualification.
----------------------------------------------------------------------------------------------------------------
3.f........  Characteristic Motion (Vibration) Cues--For all of the following     ...  ...  ...  Characteristic
              tests, the simulator test results must exhibit the overall                          motion cues
              appearance and trends of the helicopter data, with at least three                   may be
              (3) of the predominant frequency ``spikes'' being present within                    separate from
              <plus-minus>2 Hz.                                                                   the ``main''
                                                                                                  motion system.
----------------------------------------------------------------------------------------------------------------
3.f.1......  Vibrations--to    +3db to -6db or  (a) On ground    Characteristic              X   Correct trend
              include 1/Rev     <plus-           (idle);          vibrations                      refers to a
              and n/Rev         minus>10% of    (b) In flight..   include those                   comparison of
              vibrations        nominal                           that result                     vibration
              (where ``n'' is   vibration                         from operation                  amplitudes
              the number of     level in                          of the                          between
              main rotor        flight cruise                     helicopter                      different
              blades).          and correct                       (for example,                   maneuvers;
                                trend (see                        high airspeed,                  e.g., if the 1/
                                comment).                         retreating                      rev vibration
                                                                  blade stall,                    amplitude in
                                                                  extended                        the helicopter
                                                                  landing gear,                   is higher
                                                                  vortex ring or                  during steady
                                                                  settling with                   state turns
                                                                  power) in so                    than in level
                                                                  far as                          flight this
                                                                  vibration                       increasing
                                                                  marks an event                  trend should
                                                                  or helicopter                   be
                                                                  state, which                    demonstrated
                                                                  can be sensed                   in the
                                                                  in the flight                   simulator.
                                                                  deck.                           Additional
                                                                 [See Table C1A,                  examples of
                                                                  table entries                   vibrations may
                                                                  5.e. and 5.f.].                 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      +3db to -6db or  On ground and    Characteristic              X   The recorded
              against           <plus-           in flight.       buffets                         test results
              recorded          minus>10% of                      include those                   for
              results for       nominal                           that result                     characteristic
              characteristic    vibration                         from operation                  buffets should
              buffet motion     level in                          of the                          allow the
              that can be       flight cruise                     helicopter                      checking of
              sensed in the     and correct                       (for example,                   relative
              flight deck.      trend (see                        high airspeed,                  amplitude for
                                comment).                         retreating                      different
                                                                  blade stall,                    frequencies.
                                                                  extended                       For atmospheric
                                                                  landing gear,                   disturbance,
                                                                  vortex ring or                  general
                                                                  settling with                   purpose models
                                                                  power) in so                    are acceptable
                                                                  far as a                        which
                                                                  buffet marks                    approximate
                                                                  an event or                     demonstrable
                                                                  helicopter                      flight test
                                                                  state, which                    data.
                                                                  can be sensed
                                                                  in the flight
                                                                  deck.
                                                                 [See Table C1A,
                                                                  table entries
                                                                  5.e. and 5.f.].
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------

[[Page 26663]]

 
                               150 ms (or       Takeoff, climb,  One test is       X
                                less) after      and descent.     required in
                                helicopter                        each axis
                                response.                         (pitch, roll
                                                                  and yaw) for
                                                                  each of the
                                                                  three
                                                                  conditions
                                                                  (take-off,
                                                                  cruise, and
                                                                  approach or
                                                                  landing).
----------------------------------------------------------------------------------------------------------------
                               100 ms (or       Climb, cruise,   One test is            X    X
                                less) after      descent, and     required in
                                helicopter       hover.           each axis
                                response.                         (pitch, roll
                                                                  and yaw) for
                                                                  each of the
                                                                  three
                                                                  conditions
                                                                  (take-off,
                                                                  cruise, and
                                                                  approach or
                                                                  landing).
----------------------------------------------------------------------------------------------------------------
4.a.2......  Transport Delay
----------------------------------------------------------------------------------------------------------------
                                                                                                 If Transport
                                                                                                  Delay is the
                                                                                                  chosen method
                                                                                                  to demonstrate
                                                                                                  relative
                                                                                                  responses, the
                                                                                                  sponsor and
                                                                                                  the NSPM will
                                                                                                  use the
                                                                                                  latency values
                                                                                                  to ensure
                                                                                                  proper
                                                                                                  simulator
                                                                                                  response when
                                                                                                  reviewing
                                                                                                  those existing
                                                                                                  tests where
                                                                                                  latency can be
                                                                                                  identified
                                                                                                  (e.g., short
                                                                                                  period, roll
                                                                                                  response,
                                                                                                  rudder
                                                                                                  response).
----------------------------------------------------------------------------------------------------------------
                               150 ms (or       N/A............  A separate test   X
                                less) after                       is required in
                                controller                        each axis
                                movement.                         (pitch, roll,
                                                                  and yaw).
----------------------------------------------------------------------------------------------------------------
                               100 ms (or       N/A............  A separate test        X    X
                                less) after                       is required in
                                controller                        each axis
                                movement.                         (pitch, roll,
                                                                  and yaw)..
----------------------------------------------------------------------------------------------------------------
4.b........  Field-of-view
----------------------------------------------------------------------------------------------------------------
4.b.1......  Continuous field- The simulator    N/A............  An SOC is         X             Horizontal
              of-view.          must provide a                    required and                    field-of-view
                                continuous                        must explain                    is centered on
                                field-of-view                     the geometry                    the zero
                                of at least                       of the                          degree azimuth
                                75[deg]                           installation.                   line relative
                                horizontally                     Additional                       to the
                                and 30[deg]                       horizontal                      aircraft
                                vertically per                    field-of-view                   fuselage.
                                pilot seat or                     capability may                  Field-of-view
                                the number of                     be added at                     may be
                                degrees                           the sponsor's                   measured using
                                necessary to                      discretion                      a visual test
                                meet the                          provided the                    pattern
                                visual ground                     minimum field-                  filling the
                                segment                           of-view is                      entire visual
                                requirement,                      retained..                      scene (all
                                whichever is                                                      channels) with
                                greater. Both                                                     a matrix of
                                pilot seat                                                        black and
                                visual systems                                                    white 5[deg]
                                must be                                                           squares.
                                operable
                                simultaneously
                                . Wide-angle
                                systems
                                providing
                                cross-flight
                                deck viewing
                                (for both
                                pilots
                                simultaneously
                                ) must provide
                                a minimum
                                field-of-view
                                of at least
                                146[deg]
                                horizontally
                                and 36[deg]
                                vertically.
                                Any geometric
                                error between
                                the Image
                                Generator eye
                                point and the
                                pilot eye
                                point must be
                                8[deg] or
                                less.
----------------------------------------------------------------------------------------------------------------

[[Page 26664]]

 
4.b.2......  Continuous field- The simulator    N/A............  An SOC is              X        Horizontal
              of-view.          must provide a                    required and                    field-of-view
                                continuous                        must explain                    is centered on
                                field-of-view                     the geometry                    the zero
                                of at least                       of the                          degree azimuth
                                146[deg]                          installation.                   line relative
                                horizontally                     Horizontal                       to the
                                and 36[deg]                       field-of-view                   aircraft
                                vertically or                     of at least                     fuselage.
                                the number of                     146[deg]                        Field-of-view
                                degrees                           (including not                  may be
                                necessary to                      less than                       measured using
                                meet the                          73[deg]                         a visual test
                                visual ground                     measured                        pattern
                                segment                           either side of                  filling the
                                requirement,                      the center of                   entire visual
                                whichever is                      the design eye                  scene (all
                                greater. The                      point).                         channels) with
                                minimum                           Additional                      a matrix of
                                horizontal                        horizontal                      black and
                                field-of-view                     field-of-view                   white 5[deg]
                                coverage must                     capability may                  squares.
                                be plus and                       be added at
                                minus one-half                    the sponsor's
                                (\1/2\) of the                    discretion
                                minimum                           provided the
                                continuous                        minimum field-
                                field-of-view                     of-view is
                                requirement,                      retained..
                                centered on                      Vertical field-
                                the zero                          of-view of at
                                degree azimuth                    least 36[deg]
                                line relative                     measured from
                                to the                            the pilot's
                                aircraft                          and co-pilot's
                                fuselage. Any                     eye point..
                                geometric
                                error between
                                the Image
                                Generator eye
                                point and the
                                pilot eye
                                point must be
                                8[deg] or
                                less.
----------------------------------------------------------------------------------------------------------------
4.b.3......  Continuous field- Continuous       N/A............  An SOC is                   X   The horizontal
              of-view.          field-of-view                     required and                    field-of-view
                                of at least                       must explain                    is
                                176[deg]                          the geometry                    traditionally
                                horizontal and                    of the                          described as a
                                56[deg]                           installation.                   180[deg] field-
                                vertical field-                  Horizontal                       of-view.
                                of-view for                       field-of-view                   However, the
                                each pilot                        is centered on                  field-of-view
                                simultaneously                    the zero                        is technically
                                . Any                             degree azimuth                  no less than
                                geometric                         line relative                   176[deg].
                                error between                     to the                          Field-of-view
                                the Image                         aircraft                        may be
                                Generator eye                     fuselage.                       measured using
                                point and the                     Horizontal                      a visual test
                                pilot eye                         field-of-view                   pattern
                                point must be                     must be at                      filling the
                                8[deg] or                         least 176[deg]                  entire visual
                                less.                             (including not                  scene (all
                                                                  less than                       channels) with
                                                                  88[deg] either                  a matrix of
                                                                  side of the                     black and
                                                                  center of the                   white 5[deg]
                                                                  design eye                      squares.
                                                                  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[deg]
                                                                  measured from
                                                                  the pilot's
                                                                  and co-pilot's
                                                                  eye point.
----------------------------------------------------------------------------------------------------------------
4.c........  Surface contrast  Not less than    N/A............  The ratio is                X   Measurements
              ratio.            5:1.                              calculated by                   may be made
                                                                  dividing the                    using a 1[deg]
                                                                  brightness                      spot
                                                                  level of the                    photometer and
                                                                  center, bright                  a raster drawn
                                                                  square                          test pattern
                                                                  (providing at                   filling the
                                                                  least 2 foot-                   entire visual
                                                                  lamberts or 7                   scene (all
                                                                  cd/m\2\) by                     channels) with
                                                                  the brightness                  a test pattern
                                                                  level of any                    of black and
                                                                  adjacent dark                   white squares,
                                                                  square.                         5 per square,
                                                                                                  with a white
                                                                                                  square in the
                                                                                                  center of each
                                                                                                  channel.
                                                                                                  During
                                                                                                  contrast ratio
                                                                                                  testing,
                                                                                                  simulator aft-
                                                                                                  cab and flight
                                                                                                  deck ambient
                                                                                                  light levels
                                                                                                  should be
                                                                                                  zero.
----------------------------------------------------------------------------------------------------------------

[[Page 26665]]

 
4.d........  Highlight         Not less than    N/A............  Measure the                 X   Measurements
              brightness.       six (6) foot-                     brightness of                   may be made
                                lamberts (20                      the center,                     using a 1[deg]
                                cd/m\2\).                         white square                    spot
                                                                  while                           photometer and
                                                                  superimposing                   a raster drawn
                                                                  a highlight on                  test pattern
                                                                  that white                      filling the
                                                                  square. The                     entire visual
                                                                  use of                          scene (all
                                                                  calligraphic                    channels) with
                                                                  capabilities                    a test pattern
                                                                  to enhance the                  of black and
                                                                  raster                          white squares,
                                                                  brightness is                   5 per square,
                                                                  acceptable;                     with a white
                                                                  however,                        square in the
                                                                  measuring                       center of each
                                                                  light points                    channel.
                                                                  is not
                                                                  acceptable.
----------------------------------------------------------------------------------------------------------------
4.e........  Surface           Not greater      N/A............  An SOC is              X    X   When the eye is
              resolution.       than two (2)                      required and                    positioned on
                                arc minutes.                      must include                    a 3[deg] glide
                                                                  the                             slope at the
                                                                  appropriate                     slant range
                                                                  calculations                    distances
                                                                  and an                          indicated with
                                                                  explanation of                  white runway
                                                                  those                           markings on a
                                                                  calculations.                   black runway
                                                                  Level B                         surface, the
                                                                  requires                        eye will
                                                                  surface                         subtend two
                                                                  resolution not                  (2) arc
                                                                  greater than                    minutes: (1) A
                                                                  three (3) arc                   slant range of
                                                                  minutes.                        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      N/A............  An SOC is              X    X   Light point
                                than five (5)                     required and                    size may be
                                arc minutes.                      must include                    measured using
                                                                  the relevant                    a test pattern
                                                                  calculations                    consisting of
                                                                  and an                          a centrally
                                                                  explanation of                  located single
                                                                  those                           row of light
                                                                  calculations.                   points reduced
                                                                                                  in length
                                                                                                  until
                                                                                                  modulation is
                                                                                                  just
                                                                                                  discernible in
                                                                                                  each visual
                                                                                                  channel. A row
                                                                                                  of 48 lights
                                                                                                  will form a
                                                                                                  4[deg] angle
                                                                                                  or less.
----------------------------------------------------------------------------------------------------------------
4.g........  Light point                                                                         A 1[deg] spot
              contrast ratio.                                                                     photometer may
                                                                                                  be used to
                                                                                                  measure a
                                                                                                  square of at
                                                                                                  least 1[deg]
                                                                                                  filled with
                                                                                                  light points
                                                                                                  (where light
                                                                                                  point
                                                                                                  modulation is
                                                                                                  just
                                                                                                  discernible)
                                                                                                  and compare
                                                                                                  the results to
                                                                                                  the measured
                                                                                                  adjacent
                                                                                                  background.
                                                                                                  During
                                                                                                  contrast ratio
                                                                                                  testing,
                                                                                                  simulator aft-
                                                                                                  cab and flight
                                                                                                  deck ambient
                                                                                                  light levels
                                                                                                  should be
                                                                                                  zero.
----------------------------------------------------------------------------------------------------------------
4.g.1......                    Not less than    N/A............  An SOC is         X
                                10:1.                             required and
                                                                  must include
                                                                  the relevant
                                                                  calculations.
----------------------------------------------------------------------------------------------------------------
4.g.2......                    Not less than    N/A............  An SOC is              X    X
                                25:1.                             required and
                                                                  must include
                                                                  the relevant
                                                                  calculations.
----------------------------------------------------------------------------------------------------------------
4.h........  Visual ground segment
----------------------------------------------------------------------------------------------------------------

[[Page 26666]]

 
                               The visible      Landing          The QTG must      X    X    X   Pre-positioning
                                segment in the   configuration,   contain                         for this test
                                simulator must   with the         appropriate                     is encouraged,
                                be <plus-        aircraft         calculations                    and may be
                                minus>20% of     trimmed for      and a drawing                   achieved via
                                the segment      the              showing the                     manual or
                                computed to be   appropriate      data used to                    autopilot
                                visible from     airspeed,        establish the                   control to the
                                the helicopter   where the MLG    helicopter                      desired
                                flight deck.     are at 100 ft    location and                    position.
                                This tolerance   (30 m) above     the segment of
                                may be applied   the plane of     the ground
                                at the far end   the touchdown    that is
                                of the           zone, on the     visible
                                displayed        electronic       considering
                                segment.         glide slope      design eye
                                However,         with an RVR      point, the
                                lights and       value set at     helicopter
                                ground objects   1,200 ft (350    attitude,
                                computed to be   m).              flight deck
                                visible from                      cut-off angle,
                                the helicopter                    and a
                                flight deck at                    visibility of
                                the near end                      1200 ft (350
                                of the visible                    m) RVR.
                                segment must                      Simulator
                                be visible in                     performance
                                the simulator.                    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..
----------------------------------------------------------------------------------------------------------------
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
----------------------------------------------------------------------------------------------------------------

[[Page 26667]]

 
5.a.1......  Ready for engine  <plus-minus> 5   Ground.........  Normal                      X
              start.            dB per \1/3\                      condition
                                octave band.                      prior to
                                                                  engine start.
                                                                  The APU must
                                                                  be on if
                                                                  appropriate.
----------------------------------------------------------------------------------------------------------------
5.a.2......  All engines at    <plus-minus> 5   Ground.........  Normal                      X
              idle; rotor not   dB per \1/3\                      condition
              turning (if       octave band.                      prior to lift-
              applicable) and                                     off.
              rotor turning.
----------------------------------------------------------------------------------------------------------------
5.a.3......  Hover...........  <plus-minus> 5   Hover..........                              X
                                dB per \1/3\
                                octave band.
----------------------------------------------------------------------------------------------------------------
5.a.4......  Climb...........  <plus-minus> 5   En-route climb.  Medium altitude             X
                                dB per \1/3\
                                octave band.
----------------------------------------------------------------------------------------------------------------
5.a.5......  Cruise..........  <plus-minus> 5   Cruise.........  Normal cruise               X
                                dB per \1/3\                      configuration.
                                octave band.
----------------------------------------------------------------------------------------------------------------
5.a.6......  Final approach..  <plus-minus> 5   Landing........  Constant                    X
                                dB per \1/3\                      airspeed, gear
                                octave band.                      down.
----------------------------------------------------------------------------------------------------------------
5.b........  Special cases
----------------------------------------------------------------------------------------------------------------
                               <plus-minus>5    As appropriate.                              X   These special
                                dB per \1/3\                                                      cases are
                                octave band.                                                      identified as
                                                                                                  particularly
                                                                                                  significant
                                                                                                  during
                                                                                                  critical
                                                                                                  phases of
                                                                                                  flight and
                                                                                                  ground
                                                                                                  operations for
                                                                                                  a specific
                                                                                                  helicopter
                                                                                                  type or model.
----------------------------------------------------------------------------------------------------------------
5.c........  Background noise
----------------------------------------------------------------------------------------------------------------
                               <plus-minus>3    As appropriate.  Results of the              X   The simulated
                                dB per \1/3\                      background                      sound will be
                                octave band.                      noise at                        evaluated to
                                                                  initial                         ensure that
                                                                  qualification                   the background
                                                                  must be                         noise does not
                                                                  included in                     interfere with
                                                                  the MQTG.                       training,
                                                                  Measurements                    testing, or
                                                                  must be made                    checking.
                                                                  with the
                                                                  simulation
                                                                  running, the
                                                                  sound muted,
                                                                  and a ``dead''
                                                                  flight deck.
----------------------------------------------------------------------------------------------------------------
5.d........  Frequency response
----------------------------------------------------------------------------------------------------------------
                               <plus-minus>5                     Applicable only             X   Measurements
                                dB on three                       to Continuing                   are compared
                                (3)                               Qualification                   to those taken
                                consecutive                       Evaluations.                    during initial
                                bands when                        If frequency                    qualification
                                compared to                       response plots                  evaluation.
                                initial                           are provided
                                evaluation;                       for each
                                and <plus-                        channel at the
                                minus>2 dB                        initial
                                when comparing                    evaluation,
                                the average of                    these plots
                                the absolute                      may be
                                differences                       repeated at
                                between                           the continuing
                                initial and                       qualification
                                continuing                        evaluation
                                qualification                     with the
                                evaluation.                       following
                                                                  tolerances
                                                                  applied:
                                                                 (a) The
                                                                  continuing
                                                                  qualification
                                                                  \1/3\ octave
                                                                  band
                                                                  amplitudes
                                                                  must not
                                                                  exceed <plus-
                                                                  minus> 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)..
----------------------------------------------------------------------------------------------------------------


[[Page 26668]]

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

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 
non-uniform periods in the response. Each period will be 
independently compared to the respective period of the helicopter 
control system and, consequently, will enjoy the full tolerance 
specified for that period. The damping tolerance will be applied to 
overshoots on an individual basis. Care should be taken when 
applying the tolerance to small overshoots since the significance of 
such overshoots becomes questionable. Only those overshoots larger 
than 5 percent of the total initial displacement should be 
considered significant. The residual band, labeled T(A<INF>d</INF>) 
on Figure C2A is <plus-minus>5 percent of the initial displacement 
amplitude A<INF>d</INF> from the steady state value of the 
oscillation. Only oscillations outside the residual band are 
considered significant. When comparing FFS data to helicopter data, 
the process should begin by overlaying or aligning the FFS and 
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 <plus-minus>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).....................................  <plus-minus>10% of P0
T(P1).....................................  <plus-minus>20% of P1
T(P2).....................................  <plus-minus>30% of P2
T(Pn).....................................  <plus-minus>10(n+1)% of Pn
T(An).....................................  <plus-minus>10% of A1, <plus-
                                             minus>20% of Subsequent
                                             Peaks
T(Ad).....................................  <plus-minus>5% of Ad =
                                             residual band
 

    Significant overshoots. First overshoot and <plus-minus>1 
subsequent overshoots
    (b) The following tolerance applies to critically damped and 
overdamped systems only. See Figure C2B for an illustration of the 
reference measurements:

 
 
 
T(P0).....................................  <plus-minus>10% of P0
 

End Information

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

Begin QPS Requirement

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

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

    (d) Tolerances

[[Page 26669]]

    (i) Static test--see Table C2A, FFS Objective Tests, Entries 
2.a.1., 2.a.2., and 2.a.3.
    (ii) Dynamic test--<plus-minus>2 lbs (0.9 daN) or <plus-
minus>10% on dynamic increment above static test.

End QPS Requirement

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

Begin Information

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

[[Page 26670]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.034

BILLING CODE 49-13-C

End Information

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

5. [Reserved]

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

Begin Information

6. Motion System.

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

[[Page 26671]]

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, training-critical maneuvers, selected from Section 
1, (Performance tests) and Section 2, (Handling Qualities tests) in 
Table C2A, that should be recorded during initial qualification (but 
without tolerance) to indicate the flight simulator motion cueing 
performance signature have been identified (reference Section 3.e). 
These tests are intended to help improve the overall standard of FFS 
motion cueing.
    b. Motion System Checks. The intent of test 3a, Frequency 
Response, test 3b, Leg Balance, and test 3c, Turn-Around Check, as 
described in the Table of Objective Tests, is to demonstrate the 
performance of the motion system hardware, and to check the 
integrity of the motion set-up with regard to calibration and wear. 
These tests are independent of the motion cueing software and should 
be considered robotic tests.
    c. Motion System Repeatability. The intent of this test is to 
ensure that the motion system software and motion system hardware 
have not degraded or changed over time. This diagnostic test should 
be completed during continuing qualification checks in lieu of the 
robotic tests. This will allow an improved ability to determine 
changes in the software or determine degradation in the hardware. 
The following information delineates the methodology that should be 
used for this test.
    (1) Input: The inputs should be such that rotational 
accelerations, rotational rates, and linear accelerations are 
inserted before the transfer from helicopter center of gravity to 
pilot reference point with a minimum amplitude of 5 deg/sec/sec, 10 
deg/sec and 0.3 g, respectively, to provide adequate analysis of the 
output.
    (2) Recommended output:
    (a) Actual platform linear accelerations; the output will 
comprise accelerations due to both the linear and rotational motion 
acceleration;
    (b) Motion actuators position.
    d. Motion Cueing Performance Signature.
    (1) Background. The intent of this test is to provide 
quantitative time history records of motion system response to a 
selected set of automated QTG maneuvers during initial 
qualification. It is not intended to be a comparison of the motion 
platform accelerations against the flight test recorded 
accelerations (i.e., not to be compared against helicopter cueing). 
If there is a modification to the initially qualified motion 
software or motion hardware (e.g., motion washout filter, simulator 
payload change greater than 10%) then a new baseline may need to be 
established.
    (2) Test Selection. The conditions identified in Section 3.e. in 
Table C2A are those maneuvers where motion cueing is the most 
discernible. They are general tests applicable to all types of 
helicopters and should be completed for motion cueing performance 
signature at any time acceptable to the NSPM prior to or during the 
initial qualification evaluation, and the results included in the 
MQTG.
    (3) Priority. Motion system should be designed with the intent 
of placing greater importance on those maneuvers that directly 
influence pilot perception and control of the helicopter motions. 
For the maneuvers identified in section 3.e. in Table C2A, the 
flight simulator motion cueing system should have a high tilt co-
ordination gain, high rotational gain, and high correlation with 
respect to the helicopter simulation model.
    (4) Data Recording. The minimum list of parameters provided 
should allow for the determination of the flight simulator's motion 
cueing performance signature for the initial qualification 
evaluation. The following parameters are recommended as being 
acceptable to perform such a function:
    (a) Flight model acceleration and rotational rate commands at 
the pilot reference point;
    (b) Motion actuators position;
    (c) Actual platform position;
    (d) Actual platform acceleration at pilot reference point.
    e. Motion Vibrations.
    (1) Presentation of results. The characteristic motion 
vibrations may be used to verify that the flight simulator can 
reproduce the frequency content of the helicopter when flown in 
specific conditions. The test results should be presented as a Power 
Spectral Density (PSD) plot with frequencies on the horizontal axis 
and amplitude on the vertical axis. The helicopter data and flight 
simulator data should be presented in the same format with the same 
scaling. The algorithms used for generating the flight simulator 
data should be the same as those used for the helicopter data. If 
they are not the same then the algorithms used for the flight 
simulator data should be proven to be sufficiently comparable. As a 
minimum the results along the dominant axes should be presented and 
a rationale for not presenting the other axes should be provided.
    (2) Interpretation of results. The overall trend of the PSD plot 
should be considered while focusing on the dominant frequencies. 
Less emphasis should be placed on the differences at the high 
frequency and low amplitude portions of the PSD plot. During the 
analysis, certain structural components of the flight simulator have 
resonant frequencies that are filtered and may not appear in the PSD 
plot. If filtering is required, the notch filter bandwidth should be 
limited to 1 Hz to ensure that the buffet feel is not adversely 
affected. In addition, a rationale should be provided to explain 
that the characteristic motion vibration is not being adversely 
affected by the filtering. The amplitude should match helicopter 
data as described below. However, if the PSD plot was altered for 
subjective reasons, a rationale should be provided to justify the 
change. If the plot is on a logarithmic scale it may be difficult to 
interpret the amplitude of the buffet in terms of acceleration. For 
example, a 1x10<SUP>-3</SUP> g-rms\2\/Hz would describe a heavy 
buffet and may be seen in the deep stall regime. Alternatively, a 
1x10<SUP>-6</SUP> g-rms\2\/Hz buffet is almost imperceptable, but 
may represent a flap buffet at low speed. The previous two examples 
differ in magnitude by 1000. On a PSD plot this represents three 
decades (one decade is a change in order of magnitude of 10, and two 
decades is a change in order of magnitude of 100).
    Note: In the example, ``g-rms\2\'' 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....  <plus-minus>25[deg]
a.1.b......  Velocity........  <plus-minus>20[deg]/sec
a.1.c......  Acceleration....  <plus-minus>100[deg]/sec\2\
a.2........  Roll
a.2.a......  Displacement....  <plus-minus>25[deg]
a.2.b......  Velocity........  <plus-minus>20[deg]/sec
a.2.c......  Acceleration....  <plus-minus>100[deg]/sec\2\
a.3........  Yaw
a.3.a......  Displacement....  <plus-minus>25[deg]
a.3.b......  Velocity--......  <plus-minus>20[deg]/sec

[[Page 26672]]

 
a.3.c......  Acceleration....  <plus-minus>100[deg]/sec\2\
a.4........  Vertical
a.4.a......  Displacement....  <plus-minus>34 in.
a.4.b......  Velocity........  <plus-minus>24 in.
a.4.c......  Acceleration....  <plus-minus>0.8 g.
a.5........  Lateral
a.5.a......  Displacement....  <plus-minus>45 in.
a.5.b......  Velocity........  <plus-minus>28 in/sec.
a.5.c......  Acceleration....  <plus-minus>0.6 g.
a.6........  Longitudinal
a.6.a......  Displacement....  <plus-minus>34 in.
a.6.b......  Velocity........  <plus-minus>28 in/sec.
a.6.c......  Acceleration....  <plus-minus>0.6 g.
a.7........  Initial Rotational Acceleration Ratio.
                               All axes 300[deg]/ sec\2\/sec
a.8........  Initial Linear Acceleration Ratio.
a.8.a......  Vertical........  <plus-minus>6g/sec
a.8.b......  Lateral.........  <plus-minus>3g/sec
a.8.c......  Longitudinal....  <plus-minus>3g/sec
------------------------------------------------------------------------

BILLING CODE 4910-13-P

[[Page 26673]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.035

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.

[[Page 26674]]

    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
----------------------------------------------------------------------------------------------------------------
                                                                                    Continuing
                                                                      Initial      qualification     Absolute
                      Band center frequency                           results         results       difference
                                                                      (dBSPL)         (dBSPL)
----------------------------------------------------------------------------------------------------------------
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.

[[Page 26675]]

    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

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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-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, 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.

[[Page 26676]]

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

End QPS Requirement

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10. [Reserved]

11. Validation Test Tolerances

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

Begin Information

    a. Non-Flight-Test Tolerances. If engineering simulator data or 
other non-flight-test data are used as an allowable form of 
reference validation data for the objective tests listed in Table 
C2A of this attachment, the data provider must supply a well-
documented mathematical model and testing procedure that enables a 
replication of the engineering simulation results within 20% of the 
corresponding flight test tolerances.
    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 
engineering-simulator-generated validation data because:
    (a) Flight-test data are often not available due to sound 
technical reasons;
    (b) Alternative technical solutions are being advanced; and
    (c) The costs are high.

12. Validation Data Roadmap

    a. Helicopter manufacturers or other data suppliers should 
supply a validation data roadmap (VDR) document as part of the data 
package. A VDR document contains guidance material from the 
helicopter validation data supplier recommending the best possible 
sources of data to be used as validation data in the QTG. A VDR is 
of special value when requesting interim qualification, 
qualification of simulators for helicopters certificated prior to 
1992, and qualification of alternate engine or avionics fits. A 
sponsor seeking to have a device qualified in accordance with the 
standards contained in this QPS appendix should submit a VDR to the 
NSPM as early as possible in the planning stages. The NSPM is the 
final authority to approve the data to be used as validation 
material for the QTG. The NSPM and the Joint Aviation Authorities' 
Synthetic Training Devices Advisory Board have committed to maintain 
a list of agreed VDRs.
    b. The VDR should identify (in matrix format) sources of data 
for all required tests. It should also provide guidance regarding 
the validity of these data for a specific engine type, thrust rating 
configuration, and the revision levels of all avionics affecting 
helicopter handling qualities and performance. The VDR should 
include rationale or explanation in cases where data or parameters 
are missing, engineering simulation data are to be used, flight test 
methods require explanation, or where there is any deviation from 
data requirements. Additionally, the document should refer to other 
appropriate sources of validation data (e.g., sound and vibration 
data documents).
    c. The 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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[[Page 26678]]

Begin Information

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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 avionics-specific 
validation data from the helicopter manufacturer's engineering 
simulation, generated with the revised avionics configuration. The 
QTG should include an explanation of the nature of the change and 
its effect on the helicopter response.
    (d) For an avionics change to a contributory system that 
significantly affects some tests in the QTG, or where new 
functionality is added, the QTG should be based on validation data 
from the previously validated avionics configuration and 
supplemental avionics-specific flight test data sufficient to 
validate the alternate avionics revision. Additional flight test 
validation data may not be needed if the avionics changes were 
certified without the need for testing with a comprehensive flight 
instrumentation package. The helicopter manufacturer should 
coordinate flight simulator data requirements in advance with the 
NSPM.
    (5) A matrix or ``roadmap'' should be provided with the QTG 
indicating the appropriate validation data source for each test. The 
roadmap should include identification of the revision state of those 
contributory avionics systems that could affect specific test 
responses.

15. Transport Delay Testing

    a. This paragraph describes how to determine the introduced 
transport delay through the flight simulator system so that it does 
not exceed a specific time delay. The transport delay should be 
measured from control inputs through the interface, through each of 
the host computer modules and back through the interface to motion, 
flight instrument, and visual systems. The transport delay should 
not exceed the maximum allowable interval.
    b. Four specific examples of transport delay are:
    (1) Simulation of classic non-computer controlled 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

[[Page 26679]]

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

[[Page 26681]]

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

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Begin QPS Requirements

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

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

End QPS Requirements

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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                           Alternative data sources,
-------------------------------------  Level By only          procedures, and                   Notes
     Test entry number and title                              instrumentation
----------------------------------------------------------------------------------------------------------------
1.a.1.a. Performance. Engine Start                 X   Data may be acquired using a
 and Accelerations.                                     synchronized video
                                                        recording of all engine
                                                        instruments, start buttons,
                                                        means for fuel introduction
                                                        and means for moving from
                                                        ``idle'' to ``flight.'' A
                                                        stopwatch is necessary.
1.a.1.b. Performance. Steady State                 X   Data may be acquired using a
 Idle and Operating RPM Conditions.                     synchronized video
                                                        recording of all engine
                                                        instruments, and include
                                                        the status of the means for
                                                        moving from ``idle'' to
                                                        ``flight.''.
1.a.2. Performance. Power Turbine                  X   Data may be acquired using a
 Speed Trim.                                            synchronized video
                                                        recording of all engine
                                                        instruments. Speed trim
                                                        actuator position may be
                                                        hand recorded.
1.a.3. Performance. Engine and Rotor               X   Data may be acquired by
 Speed Governing.                                       using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.

[[Page 26682]]

 
1.b.1. Performance. On Surface Taxi.               X   TIR, AFM, or Design data may
 Minimum Radius Turn.                                   be used.
1.b.2. Performance. On Surface Taxi                X   Data may be acquired by       A single procedure may not
 Rate of Turn vs. Nosewheel Steering                    using a constant tiller       be adequate for all
 Angle.                                                 position (measured with a     rotorcraft steering
                                                        protractor), or full pedal    systems. Appropriate
                                                        application for steady        measurement procedures
                                                        state turn, and               must be devised and
                                                        synchronized video of         proposed for NSPM
                                                        heading indicator. If less    concurrence.
                                                        than full pedal is used,
                                                        pedal position must be
                                                        recorded.
1.b.3. Performance. Taxi............               X   Data may be acquired by
                                                        using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.b.4. Performance. Brake...........               X   Data may be acquired using a
                                                        stopwatch and a means for
                                                        measuring distance such as
                                                        runway distance markers
                                                        conforming with runway
                                                        distance marker standards.
1.c.1. Performance. Running Takeoff.               X   Preliminary certification
                                                        data may be used. Data may
                                                        be acquired by using a
                                                        synchronized video of the
                                                        calibrated helicopter
                                                        instruments and the force/
                                                        position measurements of
                                                        flight deck controls.
                                                        Collective, cyclic, and
                                                        pedal position time history
                                                        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                     X   Data may be acquired by
 Inoperative (OEI), continued                           using a synchronized video
 takeoff.                                               of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls. Collective,
                                                        cyclic, and pedal position
                                                        time history 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.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.g. Performance. Normal Climb.                    X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.1. Descent Performance and                     X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.
1.h.2. Autorotation Performance and                X   Data may be acquired by
 Trimmed Flight Control Positions.                      using a synchronized video
                                                        of the calibrated
                                                        helicopter instruments and
                                                        the force/position
                                                        measurements of flight deck
                                                        controls.

[[Page 26683]]

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

[[Page 26684]]

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

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

Begin Information

18. Visual Display Systems.

    a. Basic principles of 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 approximately 210[deg]-220[deg], the vertical 
field-

[[Page 26685]]

of-view has been limited to about 40[deg]-45[deg]. These limitations 
result from tradeoffs in optical quality and interference between 
the display components and flight deck structures, but were 
sufficient to meet FFS regulatory approval for Helicopter FFSs. 
However, recent designs have been introduced with vertical fields of 
view of up to 60[deg] for helicopter applications.
    b. Basic principles of a FFS dome (or non-collimated) display:
    (1) The situation in a dome display is shown in Figure C2C. As 
the angles can be correct for only one eye point at a time, the 
visual system in the figure has been aligned for the right seat eye 
point position. The runway appears to be straight ahead of the 
aircraft for this viewer. For the left seat viewer, however, the 
runway appears to be somewhat to the right of the aircraft. As the 
aircraft is still moving towards the runway, the perceived velocity 
vector will be directed towards the runway and this will be 
interpreted as the aircraft having some yaw offset.
    (2) The situation is substantially different for near field 
objects encountered in helicopter operations close to the ground. In 
those cases, objects that should be interpreted as being close to 
the viewer will be misinterpreted as being distant in a collimated 
display. The errors can actually be reduced in a dome display.
    (3) The field-of-view possible with a dome display can be larger 
than that of a collimated display. Depending on the configuration, a 
field-of-view of 240[deg] by 90[deg] is possible and can be 
exceeded.

c. Additional display considerations

    (1) While the situations described above are for discrete 
viewing positions, the same arguments can be extended to moving eye 
points produced by the viewer's head movement. In the real world, 
the parallax effects resulting from head movement provide distance 
cues. The effect is particularly strong for relative movement of 
flight deck structure in the near field and 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

[[Page 26686]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.039

BILLING CODE 4910-13-C

[[Page 26687]]

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

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

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

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

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[deg] 
different from the instrument approach course while allowing the 
pilot to keep an identifiable portion of the airport in sight 
throughout the maneuver (reference--14 CFR 91.175(e)).
    f. At the request of the TPAA, the NSP Pilot may assess the 
simulator for a special aspect of a sponsor's training program 
during the functions and subjective portion of an evaluation. Such 
an assessment may include a portion of a Line Oriented Flight 
Training (LOFT) scenario or special emphasis items in the sponsor's 
training program. Unless directly related to a requirement for the 
qualification level, the results of such an evaluation would not 
affect the qualification of the simulator.
    g. This appendix addresses helicopter simulators at Levels B, C, 
and D because there are no Level A Helicopter simulators.
    h. The FAA intends to allow the use of Class III 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

[[Page 26688]]

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

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

                                   Table C3A.--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                                QPS requirements
-----------------------------------------------------------------------------------------------------------------
                                                                                                     Simulator
                                                                                                       level
               Entry No.                                     Operations tasks                     --------------
                                                                                                    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       X    X    X
                                         equipment.
----------------------------------------------------------------------------------------------------------------
2. APU/Engine start and run-up
----------------------------------------------------------------------------------------------------------------
2.a...................................  Normal start procedures..................................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.b...................................  Alternate start procedures...............................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.c...................................  Abnormal starts and shutdowns (e.g., hot start, hung        X    X    X
                                         start).
----------------------------------------------------------------------------------------------------------------
2.d...................................  Rotor engagement.........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
2.e...................................  System checks............................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3. Taxiing--Ground
----------------------------------------------------------------------------------------------------------------
3.a...................................  Power required to taxi...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.b...................................  Brake effectiveness......................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.c...................................  Ground handling..........................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.d...................................  Water handling (if applicable)...........................        X    X
----------------------------------------------------------------------------------------------------------------
3.e...................................  Abnormal/emergency procedures:
----------------------------------------------------------------------------------------------------------------
3.e.1.................................  Brake system failure.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
3.e.2.................................  Ground resonance.........................................        X    X
----------------------------------------------------------------------------------------------------------------
3.e.3.................................  Dynamic rollover.........................................        X    X
----------------------------------------------------------------------------------------------------------------
3.e.4.................................  Deployment of emergency floats/water landing.............        X    X
----------------------------------------------------------------------------------------------------------------
3.e.5.................................  Others listed on the SOQ.................................   A    X    X
----------------------------------------------------------------------------------------------------------------
4. Taxiing--Hover
----------------------------------------------------------------------------------------------------------------
4.a...................................  Takeoff to a hover.......................................   X    X    X
----------------------------------------------------------------------------------------------------------------

[[Page 26689]]

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

[[Page 26690]]

 
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   X    X    X
                                         (CDP).
----------------------------------------------------------------------------------------------------------------
6.b.1.a...............................  Cat A....................................................        X    X
----------------------------------------------------------------------------------------------------------------
6.b.1.b...............................  Cat B....................................................        X    X
----------------------------------------------------------------------------------------------------------------
6.c...................................  Rejected takeoff.........................................
----------------------------------------------------------------------------------------------------------------
6.c.1.................................  Land.....................................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.c.2.................................  Water (if appropriate)...................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.d...................................  Instrument departure.....................................   X    X    X
----------------------------------------------------------------------------------------------------------------
6.e...................................  Others as listed on the 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
----------------------------------------------------------------------------------------------------------------

[[Page 26691]]

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

[[Page 26692]]

 
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:
----------------------------------------------------------------------------------------------------------------

[[Page 26693]]

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

[[Page 26694]]

 
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
-------------------------------------------------------------------------
                                                             Simulator
                    Visual requirements for qualification      level
     Entry No.       at the stated level  class I airport --------------
                            or landing area models          B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport visual model content and
 functionality to qualify a simulator at the indicated level. This table
 applies only to the airport scenes required for simulator
 qualification; i.e., two helicopter landing area models for Level B
 simulators; four helicopter landing area models for Level C and Level D
 simulators.
------------------------------------------------------------------------
1.................  Functional test content requirements
                    The following is the minimum airport/landing area
                     model content requirement to satisfy visual
                     capability tests, and provides suitable visual cues
                     to allow completion of all functions and subjective
                     tests described in this attachment for simulators
                     at Level B.
------------------------------------------------------------------------
1.a...............  A minimum of one (1) representative     X
                     airport and one (1) representative
                     helicopter landing area model. The
                     airport and the helicopter landing
                     area may be contained within the
                     same model. If 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.
------------------------------------------------------------------------
1.b...............  The fidelity of the visual scene must   X
                     be sufficient for the aircrew to
                     visually identify the airport and/or
                     helicopter landing area; determine
                     the position of the simulated
                     helicopter within the visual scene;
                     successfully accomplish take-offs,
                     approaches, and landings; and
                     maneuver around the airport on the
                     ground, or hover taxi, as necessary.
------------------------------------------------------------------------
1.c...............  Runways:
------------------------------------------------------------------------
1.c.1.............  Visible runway number................   X
------------------------------------------------------------------------
1.c.2.............  Runway threshold elevations and         X
                     locations must be modeled to provide
                     sufficient correlation with
                     helicopter systems (e.g., altimeter).
------------------------------------------------------------------------
1.c.3.............  Runway surface and markings..........   X
------------------------------------------------------------------------
1.c.4.............  Lighting for the runway in use          X
                     including runway edge and centerline.
------------------------------------------------------------------------
1.c.5.............  Lighting, visual approach aid (VASI     X
                     or PAPI) and approach lighting of
                     appropriate colors.
------------------------------------------------------------------------
1.c.6.............  Representative taxiway lights........   X
------------------------------------------------------------------------
1.d...............  Other helicopter landing area:
------------------------------------------------------------------------

[[Page 26695]]

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

[[Page 26696]]

 
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          X    X
                     obstructions in the immediate
                     landing area.
------------------------------------------------------------------------
2.d.3.............  Suspended wires in the immediate             X    X
                     landing area.
------------------------------------------------------------------------
2.e...............  Airport applications. Each airport must have the
                     following:
------------------------------------------------------------------------
2.e.1.............  At least one runway designated as            X    X
                     ``in-use'', appropriately marked and
                     capable of being lighted fully.
------------------------------------------------------------------------
2.e.2.............  Runway threshold elevations and         X    X    X
                     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.
------------------------------------------------------------------------
2.e.3.............  Appropriate approach lighting systems        X    X
                     and airfield lighting for a VFR
                     circuit and landing, non-precision
                     approaches and landings, and
                     precision approaches and landings,
                     as appropriate..
------------------------------------------------------------------------
2.e.4.............  Representative taxiway lights........             X
------------------------------------------------------------------------
3.................  Airport or landing area model management
                    The following is the minimum visual scene management
                     requirements
------------------------------------------------------------------------
3.a...............  Runway and helicopter landing area      X    X    X
                     approach lighting must fade into
                     view in accordance with the
                     environmental conditions set in the
                     simulator.
------------------------------------------------------------------------
3.b...............  The direction of strobe lights,         X    X    X
                     approach lights, runway edge lights,
                     visual landing aids, runway
                     centerline lights, threshold lights,
                     touchdown zone lights, and TLOF or
                     FATO lights must be replicated.
------------------------------------------------------------------------
4.................  Visual feature recognition.
                    The following are the minimum distances at which
                     runway features must be visible. Distances are
                     measured from runway threshold or a helicopter
                     landing area to a helicopter aligned with the
                     runway or helicopter landing area on an extended
                     3[deg] glide-slope in simulated meteorological
                     conditions. For circling approaches, all tests
                     apply to the runway used for the initial approach
                     and to the runway of intended landing
------------------------------------------------------------------------
4.a...............  For runways: Runway definition,         X    X    X
                     strobe lights, approach lights, and
                     runway edge lights from 5 sm (8 km)
                     of the runway threshold.
------------------------------------------------------------------------
4.b...............  For runways: Centerline lights and      X    X    X
                     taxiway definition from 3 sm (5 km).
------------------------------------------------------------------------
4.c...............  For runways: Visual Approach Aid        X
                     lights (VASI or PAPI) from 3 sm (5
                     km) of the threshold.
------------------------------------------------------------------------
4.d...............  For runways: Visual Approach Aid             X    X
                     lights (VASI or PAPI) from 5 sm (8
                     km) of the threshold.
------------------------------------------------------------------------
4.e...............  For runways: Runway threshold lights    X    X    X
                     and touchdown zone lights from 2 sm
                     (3 km).
------------------------------------------------------------------------
4.f...............  For runways and helicopter landing      X    X    X
                     areas: Markings within range of
                     landing lights for night/twilight
                     scenes and the surface resolution
                     test on daylight scenes, as required.
------------------------------------------------------------------------
4.g...............  For circling approaches, the runway     X    X    X
                     of intended landing and associated
                     lighting must fade into view in a
                     non-distracting manner.
------------------------------------------------------------------------
4.h...............  For helicopter landing areas: Landing   X    X    X
                     direction lights and raised FATO
                     lights from 1 sm (1.5 km).
------------------------------------------------------------------------
4.i...............  For helicopter landing areas: Flush               X
                     mounted FATO lights, TOFL lights,
                     and the lighted windsock from 0.5 sm
                     (750 m).
------------------------------------------------------------------------
4.j...............  Hover taxiway lighting (yellow/blue/              X
                     yellow cylinders) from TOFL area.
------------------------------------------------------------------------
5.................  Airport or helicopter landing area model content

[[Page 26697]]

 
                    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          X    X    X
                     markings, runway numbers, touchdown
                     zone markings, fixed distance
                     markings, runway edge markings, and
                     runway centerline stripes.
------------------------------------------------------------------------
5.a.2.............  For helicopter landing areas:           X    X    X
                     Markings for standard heliport
                     identification (``H'') and TOFL,
                     FATO, and safety areas.
------------------------------------------------------------------------
5.b...............  The lighting for each ``in-use'' runway or
                     helicopter landing area must include the following:
------------------------------------------------------------------------
5.b.1.............  For airports: Runway approach,          X    X    X
                     threshold, edge, end, centerline (if
                     applicable), touchdown zone (if
                     applicable), leadoff, and visual
                     landing aid lights or light systems
                     for that runway.
------------------------------------------------------------------------
5.b.2.............  For helicopter landing areas: landing   X    X    X
                     direction, raised and flush FATO,
                     TOFL, windsock lighting.
------------------------------------------------------------------------
5.c...............  The taxiway surface and markings associated with
                     each ``in-use'' runway or helicopter landing area
                     must include the following:
------------------------------------------------------------------------
5.c.1.............  For airports: Taxiway edge,             X    X    X
                     centerline (if appropriate), runway
                     hold lines, and ILS critical area(s).
------------------------------------------------------------------------
5.c.2.............  For helicopter landing areas:           X    X    X
                     taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
5.d...............  The taxiway lighting associated with each ``in-use''
                     runway or helicopter landing area must include the
                     following:
------------------------------------------------------------------------
5.d.1.............  For airports: Runway edge, centerline   X    X    X
                     (if appropriate), runway hold lines,
                     ILS critical areas.
------------------------------------------------------------------------
5.d.2.............  For helicopter landing areas:           X    X    X
                     taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
5.d.3.............  For airports: taxiway lighting of                 X
                     correct color.
------------------------------------------------------------------------
5.e...............  Airport signage associated with each ``in-use''
                     runway or helicopter landing area must include the
                     following:
------------------------------------------------------------------------
5.e.1.............  For airports: Signs for runway          X    X    X
                     distance remaining, intersecting
                     runway with taxiway, and
                     intersecting taxiway with taxiway.
------------------------------------------------------------------------
5.e.2.............  For helicopter landing areas: as        X    X    X
                     appropriate for the model used.
------------------------------------------------------------------------
5.f...............  Required visual model correlation with other aspects
                     of the airport or helicopter landing environment
                     simulation:
------------------------------------------------------------------------
5.f.1.............  The airport or helicopter landing       X    X    X
                     area model must be properly aligned
                     with the navigational aids that are
                     associated with operations at the
                     ``in-use'' runway or helicopter
                     landing area.
------------------------------------------------------------------------
5.f.2.............  The simulation of runway or                  X    X
                     helicopter landing area contaminants
                     must be correlated with the
                     displayed runway surface and
                     lighting where applicable.
------------------------------------------------------------------------
6.................  Correlation with helicopter and associated equipment
                    The following are the minimum correlation
                     comparisons that must be made for simulators at
                     Level B, Level C, and Level D
------------------------------------------------------------------------
6.a...............  Visual system compatibility with        X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------
6.b...............  Visual cues to assess sink rate and     X    X    X
                     depth perception during landings.
------------------------------------------------------------------------
6.c...............  Accurate portrayal of environment       X    X    X
                     relating to flight simulator
                     attitudes.
------------------------------------------------------------------------

[[Page 26698]]

 
6.d...............  The visual scene must correlate with         X    X
                     integrated helicopter systems (e.g.,
                     terrain, traffic and weather
                     avoidance systems and Head-up
                     Guidance System (HGS)).
------------------------------------------------------------------------
6.e...............  Representative visual effects for       X    X    X
                     each visible, own-ship, helicopter
                     external light(s)--taxi and landing
                     light lobes (including independent
                     operation, if appropriate).
------------------------------------------------------------------------
6.f...............  The effect of rain removal devices...        X    X
------------------------------------------------------------------------
7.................  Scene quality
                    The following are the minimum scene quality tests
                     that must be conducted for simulators at Level B,
                     Level C, and Level D.
------------------------------------------------------------------------
7.a...............  Surfaces and textural cues must be           X    X
                     free from apparent and distracting
                     quantization (aliasing).
------------------------------------------------------------------------
7.b...............  System capable of portraying full            X    X
                     color realistic textural cues.
------------------------------------------------------------------------
7.c...............  The system light points must be free    X    X    X
                     from distracting jitter, smearing or
                     streaking.
------------------------------------------------------------------------
7.d...............  Demonstration of occulting through      X    X    X
                     each channel of the system in an
                     operational scene.
------------------------------------------------------------------------
7.e...............  Demonstration of a minimum of ten            X    X
                     levels of occulting through each
                     channel of the system in an
                     operational scene.
------------------------------------------------------------------------
7.f...............  System capable of providing focus            X    X
                     effects that simulate rain..
------------------------------------------------------------------------
7.g...............  System capable of providing focus            X    X
                     effects that simulate light point
                     perspective growth.
------------------------------------------------------------------------
7.h...............  Runway light controls capable of six    X    X    X
                     discrete light steps (0-5).
------------------------------------------------------------------------
8.................  Environmental effects.
                    The following are the minimum environmental effects
                     that must be available in simulators at Level B,
                     Level C, and Level D.
------------------------------------------------------------------------
8.a...............  The displayed scene corresponding to              X
                     the appropriate surface contaminants
                     and include appropriate lighting
                     reflections for wet, partially
                     obscured lights for snow, or
                     alternative effects.
------------------------------------------------------------------------
8.b...............  Special weather representations which include:
------------------------------------------------------------------------
8.b.1.............  The sound, motion and visual effects              X
                     of light, medium and heavy
                     precipitation near a thunderstorm on
                     take-off, approach, and landings at
                     and below an altitude of 2,000 ft
                     (600 m) above the surface and within
                     a radius of 10 sm (16 km) from the
                     airport or helicopter landing area.
------------------------------------------------------------------------
8.b.2.............  One airport or helicopter landing                 X
                     area with a snow scene to include
                     terrain snow and snow-covered
                     surfaces.
------------------------------------------------------------------------
8.c...............  In-cloud effects such as variable            X    X
                     cloud density, speed cues and
                     ambient changes.
------------------------------------------------------------------------
8.d...............  The effect of multiple cloud layers          X    X
                     representing few, scattered, broken
                     and overcast conditions giving
                     partial or complete obstruction of
                     the ground scene.
------------------------------------------------------------------------
8.e...............  Visibility and RVR measured in terms    X    X    X
                     of distance. Visibility/RVR checked
                     at 2,000 ft (600 m) above the
                     airport or helicopter landing area
                     and at two heights below 2,000 ft
                     with at least 500 ft of separation
                     between the measurements. The
                     measurements must be taken within a
                     radius of 10 sm (16 km) from the
                     airport or helicopter landing area.
------------------------------------------------------------------------
8.f...............  Patchy fog giving the effect of                   X
                     variable RVR.
------------------------------------------------------------------------
8.g...............  Effects of fog on airport lighting           X    X
                     such as halos and defocus.
------------------------------------------------------------------------
8.h...............  Effect of own-ship lighting in               X    X
                     reduced visibility, such as
                     reflected glare, including landing
                     lights, strobes, and beacons.
------------------------------------------------------------------------
8.i...............  Wind cues to provide the effect of                X
                     blowing snow or sand across a dry
                     runway or taxiway selectable from
                     the instructor station.
------------------------------------------------------------------------
8.j...............  ``White-out'' or ``Brown-out''                    X
                     effects due to rotor downwash
                     beginning at a distance above the
                     ground equal to the rotor diameter.
------------------------------------------------------------------------
9.................  Instructor control of the following:
                    The following are the minimum instructor controls
                     that must be available in Level B, Level C, and
                     Level D simulators, as indicated.
------------------------------------------------------------------------
9.a...............  Environmental effects, e.g. cloud       X    X    X
                     base, cloud effects, cloud density,
                     visibility in statute miles/
                     kilometers and RVR in feet/meters.
------------------------------------------------------------------------

[[Page 26699]]

 
9.b...............  Airport or helicopter landing area      X    X    X
                     selection.
------------------------------------------------------------------------
9.c...............  Airport or helicopter landing area      X    X    X
                     lighting, including variable
                     intensity.
------------------------------------------------------------------------
9.d...............  Dynamic effects including ground and         X    X
                     flight traffic.
------------------------------------------------------------------------
                           End QPS Requirement
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
10................  An example of being able to ``combine two airport
                     models to achieve two ``in-use'' runways: One
                     runway designated as the ``in-use'' runway in the
                     first model of the airport, and the second runway
                     designated as the ``in-use'' runway in the second
                     model of the same airport. For example, the
                     clearance is for the ILS approach to Runway 27,
                     Circle to Land on Runway 18 right. Two airport
                     visual models might be used: the first with Runway
                     27 designated as the ``in use'' runway for the
                     approach to runway 27, and the second with Runway
                     18 Right designated as the ``in use'' runway. When
                     the pilot breaks off the ILS approach to runway 27,
                     the instructor may change to the second airport
                     visual model in which runway 18 Right is designated
                     as the ``in use'' runway, and the pilot would make
                     a visual approach and landing. This process is
                     acceptable to the FAA as long as the temporary
                     interruption due to the visual model change is not
                     distracting to the pilot.
------------------------------------------------------------------------
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
-------------------------------------------------------------------------
                       Visual scene content additional       Simulator
                    airport or landing area models beyond      level
     Entry No.        minimum required for qualification  --------------
                       Class II airport or landing area
                                    models                  B    C    D
------------------------------------------------------------------------
This table specifies the minimum airport or helicopter landing area
 visual model content and functionality necessary to add visual models
 to a simulator's visual model library (i.e., beyond those necessary for
 qualification at the stated level) without the necessity of further
 involvement of the NSPM or TPAA.
------------------------------------------------------------------------
1.................  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          X    X    X
                     lights, approach lights, runway edge
                     lights, visual landing aids, runway
                     centerline lights, threshold lights,
                     and touchdown zone lights.
------------------------------------------------------------------------
1.a.2.............  For ``in-use'' helicopter landing       X    X    X
                     areas: ground level TLOF perimeter
                     lights, elevated TLOF perimeter
                     lights (if applicable), Optional
                     TLOF lights (if applicable), ground
                     FATO perimeter lights, elevated TLOF
                     lights (if applicable), landing
                     direction lights.
------------------------------------------------------------------------
2.................  Visual feature recognition
                    The following are the minimum distances at which
                     runway or landing area features must be visible for
                     simulators at 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[deg] glide-slope
                     from the aircraft to the touchdown point, in
                     simulated meteorological conditions. For circling
                     approaches, all tests apply to the runway used for
                     the initial approach and to the runway of intended
                     landing.
------------------------------------------------------------------------
2.a...............  For Runways:
------------------------------------------------------------------------
2.a.1.............  Strobe lights, approach lights, and     X    X    X
                     edge lights from 5 sm (8 km) of the
                     threshold.
------------------------------------------------------------------------
2.a.2.............  Centerline lights and taxiway           X    X    X
                     definition from 3 sm (5 km).
------------------------------------------------------------------------
2.a.3.............  Visual Approach Aid lights (VASI or     X
                     PAPI) from 3 sm (5 km) of the
                     threshold.
------------------------------------------------------------------------
2.a.4.............  Visual Approach Aid lights (VASI or          X    X
                     PAPI) from 5 sm (8 km) of the
                     threshold.
------------------------------------------------------------------------
2.a.5.............  Threshold lights and touchdown zone     X    X    X
                     lights from 2 sm (3 km).
------------------------------------------------------------------------

[[Page 26700]]

 
2.a.6.............  Markings within range of landing        X    X    X
                     lights for night/twilight (dusk)
                     scenes and as required by the
                     surface resolution test on daylight
                     scenes.
------------------------------------------------------------------------
2.a.7.............  For circling approaches, the runway     X    X    X
                     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     X    X    X
                     FATO lights from 1 sm (1.5 km).
------------------------------------------------------------------------
2.b.2.............  Flush mounted FATO lights, TOFL              X    X
                     lights, and the lighted windsock
                     from 0.5 sm (750 m).
------------------------------------------------------------------------
2.b.3.............  Hover taxiway lighting (yellow/blue/         X    X
                     yellow cylinders) from TOFL area.
------------------------------------------------------------------------
2.b.4.............  Markings within range of landing        X    X    X
                     lights for night/twilight (dusk)
                     scenes and as required by the
                     surface resolution test on daylight
                     scenes.
------------------------------------------------------------------------
3.................  Airport or Helicopter landing area model content
                    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          X    X    X
                     markings, runway numbers, touchdown
                     zone markings, fixed distance
                     markings, runway edge markings, and
                     runway centerline stripes.
------------------------------------------------------------------------
3.a.2.............  For helicopter landing areas:           X    X    X
                     Standard heliport marking (``H''),
                     TOFL, FATO, and safety areas.
------------------------------------------------------------------------
3.b...............  The lighting for each ``in-use'' runway or
                     helicopter landing area must include the following:
------------------------------------------------------------------------
3.b.1.............  For airports: Runway approach,          X    X    X
                     threshold, edge, end, centerline (if
                     applicable), touchdown zone (if
                     applicable), leadoff, and visual
                     landing aid lights or light systems
                     for that runway.
------------------------------------------------------------------------
3.b.2.............  For helicopter landing areas: Landing   X    X    X
                     direction, raised and flush FATO,
                     TOFL, windsock lighting.
------------------------------------------------------------------------
3.c...............  The taxiway surface and markings associated with
                     each ``in-use'' runway or helicopter landing area
                     must include the following:
------------------------------------------------------------------------
3.c.1.............  For airports: Taxiway edge,             X    X    X
                     centerline (if appropriate), runway
                     hold lines, and ILS critical area(s).
------------------------------------------------------------------------
3.c.2.............  For helicopter landing areas:           X    X    X
                     Taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
3.d...............  The taxiway lighting associated with each ``in-use''
                     runway or helicopter landing area must include the
                     following:
------------------------------------------------------------------------
3.d.1.............  For airports: Runway edge, centerline   X    X    X
                     (if appropriate), runway hold lines,
                     ILS critical areas.
------------------------------------------------------------------------
3.d.2.............  For helicopter landing areas:           X    X    X
                     Taxiways, taxi routes, and aprons.
------------------------------------------------------------------------
3.d.3.............  For airports: Taxiway lighting of                 X
                     correct color.
------------------------------------------------------------------------
4.................  Required visual model correlation with other aspects
                     of the airport environment simulation
                    The following are the minimum visual model
                     correlation tests that must be conducted for Level
                     B, Level C, and Level D simulators, as indicated.
------------------------------------------------------------------------
4.a...............  The airport model must be properly      X    X    X
                     aligned with the navigational aids
                     that are associated with operations
                     at the ``in-use'' runway.
------------------------------------------------------------------------
4.b...............  Slopes in runways, taxiways, and ramp   X    X    X
                     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 for simulators at
                     Level B, C, and D.
------------------------------------------------------------------------
5.a...............  Visual system compatibility with        X    X    X
                     aerodynamic programming.
------------------------------------------------------------------------

[[Page 26701]]

 
5.b...............  Accurate portrayal of environment       X    X    X
                     relating to flight simulator
                     attitudes.
------------------------------------------------------------------------
5.c...............  Visual cues to assess sink rate and     X    X    X
                     depth perception during landings.
------------------------------------------------------------------------
6.................  Scene quality
                    The following are the minimum scene quality tests
                     that must be conducted for simulators at Level B,
                     C, and D.
------------------------------------------------------------------------
6.a...............  Light points free from distracting      X    X    X
                     jitter, smearing or streaking.
------------------------------------------------------------------------
6.b...............  Surfaces and textural cues free from         X    X
                     apparent and distracting
                     quantization (aliasing).
------------------------------------------------------------------------
6.c...............  Correct color and realistic textural              X
                     cues.
------------------------------------------------------------------------
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      X    X    X
                     base (if used), cloud effects, cloud
                     density, visibility in statute miles/
                     kilometers and RVR in feet/meters.
------------------------------------------------------------------------
7.b...............  Airport/Heliport selection...........   X    X    X
7.c...............  Airport lighting including variable     X    X    X
                     intensity.
7.d...............  Dynamic effects including ground and         X    X
                     flight traffic.
------------------------------------------------------------------------
                          End QPS Requirements
------------------------------------------------------------------------
                            Begin Information
------------------------------------------------------------------------
8.................  Sponsors are not required to provide    X    X    X
                     every detail of a runway or
                     helicopter landing area, but the
                     detail that is provided must be
                     correct within the capabilities of
                     the system.
�������������������
                             End Information
------------------------------------------------------------------------


                                    Table C3D--Functions and Subjective Tests
----------------------------------------------------------------------------------------------------------------
                                  QPS requirements                                           Information
----------------------------------------------------------------------------------------------------------------
                                                                  Simulator level
       Entry No.               Motion system (and special      ---------------------            Notes
                               aerodynamic model) effects         B      C      D
----------------------------------------------------------------------------------------------------------------
This table specifies motion effects that are required to indicate the threshold at which a flight crewmember
 must be able to recognize an event or situation. Where applicable, flight simulator pitch, side loading and
 directional control characteristics must be representative of the helicopter.
----------------------------------------------------------------------------------------------------------------
1......................  Runway rumble, oleo deflection,           X      X      X   If time permits, different
                          ground speed, uneven runway, runway                         gross weights can also be
                          and taxiway centerline light                                selected as this may also
                          characteristics:                                            affect the associated
                         Procedure: After the helicopter has                          vibrations depending on
                          been pre-set to the takeoff position                        helicopter type. The
                          and then released, taxi at various                          associated motion effects
                          speeds with a smooth runway and note                        for the above tests should
                          the general characteristics of the                          also include an assessment
                          simulated runway rumble effects of                          of the effects of rolling
                          oleo deflections. Repeat the                                over centerline lights,
                          maneuver with a runway roughness of                         surface discontinuities of
                          50%, then with maximum roughness.                           uneven runways, and
                          Note the associated motion                                  various taxiway
                          vibrations affected by ground speed                         characteristics.
                          and runway roughness
----------------------------------------------------------------------------------------------------------------
2......................  Friction Drag from Skid-type Landing             X      X   ...........................
                          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
----------------------------------------------------------------------------------------------------------------

[[Page 26702]]

 
3......................  Rotor Out-of-Track and/or Out-of-         X      X      X   Does not require becoming
                          Balance condition:                                          airborne. The abnormal
                         Procedure: Select the malfunction or                         vibration for Out-of-Track
                          condition from the IOS. Start the                           and Out-of-Balance
                          engine(s) normally and check for an                         conditions should be
                          abnormal vibration for an Out-of-                           recognized in the
                          Track condition and check for an                            frequency range of the
                          abnormal vibration for an Out-of-                           inverse of the period for
                          Balance condition                                           each; i.e., 1/P for
                                                                                      vertical vibration, and 1/
                                                                                      P for lateral vibration.
----------------------------------------------------------------------------------------------------------------
4......................  Bumps associated with the landing         X      X      X   When the landing gear is
                          gear:                                                       extended or retracted,
                         Procedure: Perform a normal take-off                         motion bumps can be felt
                          paying special attention to the                             when the gear locks into
                          bumps that could be perceptible due                         position.
                          to maximum oleo extension after lift-
                          off
----------------------------------------------------------------------------------------------------------------
5......................  Buffet during extension and               X      X      X   ...........................
                          retraction of landing gear:
                         Procedure: Operate the landing gear.
                          Check that the motion cues of the
                          buffet experienced represent the
                          actual helicopter
----------------------------------------------------------------------------------------------------------------
6......................  Failure of Dynamic Vibration Absorber     X      X      X   ...........................
                          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
----------------------------------------------------------------------------------------------------------------
7......................  Tail Rotor Drive Failure:                 X      X      X   The tail rotor operates in
                         Procedure: With the engine(s) running                        the medium frequency
                          and the rotor engaged--select the                           range, normally estimated
                          malfunction and note the immediate                          by multiplying the tail
                          increase of medium frequency                                rotor gear box ratio by
                          vibration                                                   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          X      X      X   ...........................
                          gear:
                         Procedure: Conduct several normal
                          approaches with various rates of
                          descent. Check that the motion cues
                          for the touchdown bumps for each
                          descent rate are representative of
                          the actual helicopter
----------------------------------------------------------------------------------------------------------------
9......................  Tire failure dynamics:                           X      X   The pilot may notice some
                         Procedure: Simulate a single tire                            yawing with a multiple
                          failure and a multiple tire failure                         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:     X      X      X   ...........................
                         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
----------------------------------------------------------------------------------------------------------------
11.....................  Tail boom strikes:                        X      X      X   The motion effect should be
                         Procedure: Tail-strikes can be                               felt as a noticeable nose
                          checked by over-rotation of the                             down pitching moment.
                          helicopter at a quick stop or
                          autorotation to the ground
----------------------------------------------------------------------------------------------------------------

[[Page 26703]]

 
12.....................  Vortex Ring State (Settling with                 X      X   When the aircraft begins to
                          Power):                                                     shudder, the application
                         Procedure: Specific procedures may                           of additional up
                          differ between helicopters and may                          collective increases the
                          be prescribed by the Helicopter                             vibration and sink rate.
                          Manufacturer or other subject matter                        One recovery method is to
                          expert. However, the following                              decrease collective to
                          information is provided for                                 enter vertical
                          illustrative purposes * * * To enter                        autorotation and/or use
                          the maneuver, reduce power below                            cyclic inputs to gain
                          hover power. Hold altitude with aft                         horizontal airspeed and
                          cyclic until the airspeed approaches                        exit from vortex ring
                          20 knots. Then allow the sink rate                          state.
                          to increase to 300 feet per minute
                          or more as the attitude is adjusted
                          to obtain an airspeed of less than
                          10 knots
----------------------------------------------------------------------------------------------------------------
13.....................  Retreating Blade Stall:                          X      X   Correct recovery from
                         Procedure: Specific procedures may                           retreating blade stall
                          differ between helicopters and may                          requires the collective to
                          be prescribed by the Helicopter                             be lowered first, which
                          Manufacturer or other subject matter                        reduces blade angles and
                          expert. However, the following                              the angle of attack. Aft
                          information is provided for                                 cyclic can then be used to
                          illustrative purposes: To enter the                         slow the helicopter.
                          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
----------------------------------------------------------------------------------------------------------------
14.....................  Translational Lift Effects:               X      X      X   ...........................
                         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
----------------------------------------------------------------------------------------------------------------


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


[[Page 26704]]


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


               Table C3G.--Functions and Subjective Tests
------------------------------------------------------------------------
                            QPS Requirements
-------------------------------------------------------------------------
                                                       Simulator level
    Entry number       Instructor Operating Station --------------------
                                  (IOS)                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           X      X      X
                       gravity, fuel loading and
                       allocation.
------------------------------------------------------------------------
2.b.................  Helicopter systems status....     X      X      X
------------------------------------------------------------------------
2.c.................  Ground crew functions........     X      X      X
------------------------------------------------------------------------
3...................  Airports/Heliports.
------------------------------------------------------------------------
3.a.................  Number and selection.........     X      X      X
------------------------------------------------------------------------
3.b.................  Runway or landing area            X      X      X
                       selection.
------------------------------------------------------------------------
3.c.................  Landing surface conditions        X      X      X
                       (rough, smooth, icy, wet,
                       dry, snow).
------------------------------------------------------------------------
3.d.................  Preset positions.............     X      X      X
------------------------------------------------------------------------
3.e.................  Lighting controls............     X      X      X
------------------------------------------------------------------------
4...................  Environmental controls.
------------------------------------------------------------------------
4.a.................  Visibility (statute miles/        X      X      X
                       kilometers).
------------------------------------------------------------------------
4.b.................  Runway visual range (in feet/     X      X      X
                       meters).
------------------------------------------------------------------------
4.c.................  Temperature..................     X      X      X
------------------------------------------------------------------------
4.d.................  Climate conditions...........     X      X      X
------------------------------------------------------------------------
4.e.................  Wind speed and direction.....     X      X      X
------------------------------------------------------------------------
5...................  Helicopter system                 X      X      X
                       malfunctions (Insertion/
                       deletion)..
------------------------------------------------------------------------
6...................  Locks, Freezes, and Repositioning.
------------------------------------------------------------------------
6.a.................  Problem (all) freeze/release.     X      X      X
------------------------------------------------------------------------

[[Page 26705]]

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

Attachment 4 to Appendix C to Part 60--SAMPLE DOCUMENTS

Table of Contents

Title of Sample

Figure C4A Sample Letter, Request for Initial, Upgrade, or 
Reinstatement Evaluation.
Figure C4B Attachment: 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
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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.
-----------------------------------------------------------------------
    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:

[[Page 26719]]

    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

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

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

End Information

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

1. Introduction

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

Begin Information

    a. This appendix contains background information as well as 
regulatory and informative material as described later in this 
section. To assist the reader in determining what areas are required 
and what areas are permissive, the text in this appendix is divided 
into two sections: ``QPS Requirements'' and ``Information.'' The QPS 
Requirements sections contain details regarding compliance with the 
part 60 rule language. These details are regulatory, but are found 
only in this appendix. The Information sections contain material 
that is advisory in nature, and designed to give the user general 
information about the regulation.
    b. 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: <a href="/cdn-cgi/l/email-protection#b1889cd0c2de9cd0c7c39cc2d8dc9cc5d4d0dcf1d7d0d09fd6dec7"><span class="__cf_email__" data-cfemail="88b1a5e9fbe7a5e9fefaa5fbe1e5a5fcede9e5c8eee9e9a6efe7fe">[email protected]</span></a>. 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

[[Page 26720]]

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

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

2. Applicability (Sec.  60.1 and 60.2)

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

Begin Information

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

End Information

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

3. Definitions (Sec.  60.3)

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

Begin Information

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

End Information

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

4. Qualification Performance Standards (Sec.  60.4)

Begin Information

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

End Information

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

5. Quality Management System (Sec.  60.5)

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

Begin Information

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

End Information

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

6. Sponsor Qualification Requirements (Sec.  60.7)

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

Begin Information

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

End Information

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

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

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

Begin Information

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

End Information

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

8. FTD Use (Sec.  60.11).

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

Begin Information

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

End Information

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9. FTD Objective Data Requirements (Sec.  60.13)

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

Begin QPS Requirements

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

[[Page 26721]]

    (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 Sec.  60.13(f), the sponsor must notify the 
NSPM when it becomes aware that an addition to or a revision of the 
flight related data or helicopter systems related data is available 
if this data is used to program and operate a qualified FTD. The 
data referred to in this sub-section 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

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

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-by-case basis, whether to 
approve supplemental validation data derived from flight data 
recording systems such as a Quick Access Recorder or Flight Data 
Recorder.

End Information

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

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

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

Begin Information

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

End Information

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

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

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

Begin QPS Requirement

    a. In order to be qualified at a particular qualification level, 
the FTD must:
    (1) Meet the general requirements listed in Attachment 1 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 Sec.  60.15(a) must include all of 
the following:
    (1) A statement that the FTD meets all of the applicable 
provisions of this part and all applicable provisions of the QPS.
    (2) A confirmation that the sponsor will forward to the NSPM the 
statement described in Sec.  60.15(b) in such time as to be received 
no later than 5 business days prior to the scheduled evaluation and 
may be forwarded to the NSPM via traditional or electronic means.
    (3) Except for a Level 4 FTD, a 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

[[Page 26722]]

qualification evaluations must be conducted and any subsequent 
changes that may be determined by the NSPM in accordance with Sec.  
60.19. See Attachment 4, Figure D4G, 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

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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

[[Page 26723]]

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 Sec.  60.15(d).
    w. Examples of the exclusions for which the FTD might not have 
been subjectively tested by the sponsor or the NSPM and for which 
qualification might not be sought or granted, as described in Sec.  
60.15(g)(6), include approaches to and departures from slopes and 
pinnacles.

End Information

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

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Begin Information

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

End Information

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13. Previously Qualified FTDs (Sec.  60.17)

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Begin QPS Requirements

    a. In instances where a sponsor plans to remove an FTD from 
active status for a period of less than two years, the following 
procedures apply:
    (1) The NSPM must be notified in writing and the notification 
must include an estimate of the period that the FTD will be 
inactive.
    (2) Continuing Qualification evaluations will not be scheduled 
during the inactive period.
    (3) The NSPM will remove the FTD from the list of qualified 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

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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 FAA-approved flight training program. Such FTDs are not required 
to undergo an additional qualification process, except as described 
in Sec.  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 Sec.  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

[[Page 26724]]

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 re-qualification under the standards in effect and current 
at the time of requalification.

End Information

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

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Begin QPS 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

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Begin Information

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

End Information

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15. Logging FTD Discrepancies (Sec.  60.20)

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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17. Modifications to FTDs (Sec.  60.23)

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Begin QPS Requirements

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

End QPS Requirements

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Begin Information

    c. FSTD Directives are considered modification of an FTD. See 
Attachment 4 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

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

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Begin Information

    a. The sponsor's responsibility with respect to Sec.  60.25(a) 
is satisfied when the sponsor fairly and accurately advises the user 
of the current status of an FTD, including any missing, 
malfunctioning, or inoperative (MMI) component(s).
    b. 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 
Sec.  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 Sec.  
60.25(b), the sponsor may develop a discrepancy prioritizing system 
to accomplish repairs based on the level of impact on the capability 
of the FTD. Repairs having a larger impact on the FTD's ability to 
provide the required training, evaluation, or flight experience will 
have a higher priority for repair or replacement.

[[Page 26725]]

End Information

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

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Begin Information

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

End Information

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

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Begin Information

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

End Information

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21. Record Keeping and Reporting (Sec.  60.31)

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Begin QPS Requirements

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

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

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Begin Information

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

23. [Reserved].

End Information

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24. Levels of FTD

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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[deg] horizontally and 36[deg] 
vertically as well as a vibration cueing system for characteristic 
helicopter vibrations noted at the pilot station(s).

End Information

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

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Begin Information

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

End Information

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Attachment 1 to Appendix D to Part 60--GENERAL FTD REQUIREMENTS

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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

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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.

[[Page 26726]]

    f. It is not required that all of the tasks that appear on the 
List of Qualified Tasks (part of the SOQ) be accomplished during the 
initial or continuing qualification evaluation.

End Information

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

                                      Table D1A.--Minimum FTD Requirements
----------------------------------------------------------------------------------------------------------------
                               QPS requirements                                            Information
----------------------------------------------------------------------------------------------------------------
                                                                 FTD level
       Entry No.              General FTD requirements     --------------------               Notes
                                                             4    5    6    7
----------------------------------------------------------------------------------------------------------------
1. General Flight Deck Configuration.
----------------------------------------------------------------------------------------------------------------
1.a....................  The FTD must have a flight deck    ...  ...   X    X   For FTD purposes, the flight
                          that is a replica of the                               deck consists of all that space
                          helicopter, or set of                                  forward of a cross section of
                          helicopters simulated with                             the flight deck at the most
                          controls, equipment, observable                        extreme aft setting of the
                          flight deck indicators, circuit                        pilots' seats including
                          breakers, and bulkheads properly                       additional, required crewmember
                          located, functionally accurate                         duty stations and those
                          and replicating the helicopter                         required bulkheads aft of the
                          or set of helicopters. The                             pilot seats. Bulkheads
                          direction of movement of                               containing only items such as
                          controls and switches must be                          landing gear pin storage
                          identical to that in the                               compartments, fire axes and
                          helicopter or set of                                   extinguishers, spare light
                          helicopters. Crewmember seats                          bulbs, and aircraft documents
                          must afford the capability for                         pouches are not considered
                          the occupant to be able to                             essential and may be omitted.
                          achieve the design ``eye                               If omitted, these items, or the
                          position.'' Equipment for the                          silhouettes of these items, may
                          operation of the flight deck                           be placed on the wall of the
                          windows must be included, but                          simulator, or in any other
                          the actual windows need not be                         location as near as practical
                          operable. Those circuit breakers                       to the original position of
                          that affect procedures or result                       these items.
                          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
----------------------------------------------------------------------------------------------------------------
1.b....................  The FTD must have equipment         X    X
                          (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
----------------------------------------------------------------------------------------------------------------
2. Programming.
----------------------------------------------------------------------------------------------------------------
2.a....................  The FTD must provide the proper    ...   X    X    X
                          effect of aerodynamic changes
                          for the combinations of drag and
                          thrust normally encountered in
                          flight. This must include the
                          effect of change in helicopter
                          attitude, thrust, drag,
                          altitude, temperature, and
                          configuration. Levels 6 and 7
                          additionally require the effects
                          of changes in gross weight and
                          center of gravity.Level 5
                          requires only generic
                          aerodynamic programming.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
2.b....................  The FTD must have the computer      X    X    X    X
                          (analog or digital) capability
                          (i.e., capacity, accuracy,
                          resolution, and dynamic
                          response) needed to meet the
                          qualification level sought.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------

[[Page 26727]]

 
2.c....................  Relative responses of the flight   ...   X    X    X   The intent is to verify that the
                          deck instruments must be                               FTD provides instrument cues
                          measured by latency tests or                           that are, within the stated
                          transport delay tests, and may                         time delays, like the
                          not exceed 150 milliseconds. The                       helicopter responses. For
                          instruments must respond to                            helicopter response,
                          abrupt input at the pilot's                            acceleration in the
                          position within the allotted                           appropriate, corresponding
                          time, but not before the time                          rotational axis is preferred.
                          that the helicopter or set of
                          helicopters respond under the
                          same conditions
                         <bullet> 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.
                         <bullet> Transport Delay: As an
                          alternative to the Latency
                          requirement, a transport delay
                          objective test may be used to
                          demonstrate that the FTD system
                          does not exceed the specified
                          limit. The sponsor must measure
                          all the delay encountered by a
                          step signal migrating from the
                          pilot's control through all the
                          simulation software modules in
                          the correct order, using a
                          handshaking protocol, finally
                          through the normal output
                          interfaces to the instrument
                          display and, if applicable, the
                          motion system, and the visual
                          system.
----------------------------------------------------------------------------------------------------------------
3. Equipment Operation.
----------------------------------------------------------------------------------------------------------------
3.a....................  All relevant instrument             A    X    X    X
                          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
----------------------------------------------------------------------------------------------------------------
3.b....................  Navigation equipment must be        A    X    X    X
                          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
----------------------------------------------------------------------------------------------------------------
3.c....................  Installed systems must simulate     A    X    X    X
                          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
----------------------------------------------------------------------------------------------------------------
3.d....................  The lighting environment for        X    X    X    X   Back-lighted panels and
                          panels and instruments must be                         instruments may be installed
                          sufficient for the operation                           but are not required.
                          being conducted
----------------------------------------------------------------------------------------------------------------
3.e....................  The FTD must provide control       ...  ...   X    X
                          forces and control travel that
                          correspond to the replicated
                          helicopter or set of
                          helicopters. Control forces must
                          react in the same manner as in
                          the helicopter or set of
                          helicopters under the same
                          flight conditions
----------------------------------------------------------------------------------------------------------------
3.f....................  The FTD must provide control       ...   X
                          forces and control travel of
                          sufficient precision to manually
                          fly an instrument approach. The
                          control forces must react in the
                          same manner as in the helicopter
                          or set of helicopters under the
                          same flight conditions
----------------------------------------------------------------------------------------------------------------
4. Instructor or Evaluator Facilities.
----------------------------------------------------------------------------------------------------------------

[[Page 26728]]

 
4.a....................  In addition to the flight           X    X    X    X   These seats need not be a
                          crewmember stations, suitable                          replica of an aircraft seat and
                          seating arrangements for an                            may be as simple as an office
                          instructor/check airman and FAA                        chair placed in an appropriate
                          Inspector must be available.                           position.
                          These seats must provide
                          adequate view of crewmember's
                          panel(s)
----------------------------------------------------------------------------------------------------------------
4.b....................  The FTD must have instructor        X    X    X    X
                          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.
----------------------------------------------------------------------------------------------------------------
5. Motion System
----------------------------------------------------------------------------------------------------------------
5.a....................  A motion system may be installed    X    X    X    X
                          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
----------------------------------------------------------------------------------------------------------------
5.b....................  The FTD must have at least a       ...  ...  ...   X   May be accomplished by a ``seat
                          vibration cueing system for                            shaker'' or a bass speaker
                          characteristic helicopter                              sufficient to provide the
                          vibrations noted at the pilot                          necessary cueing.
                          station(s)
----------------------------------------------------------------------------------------------------------------
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   X    X    X
                          abrupt input at the pilot's
                          position.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.2..................  The visual system must be at        X    X    X
                          least a single channel, non-
                          collimated display.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.3..................  The visual system must provide at   X    X    X
                          least a field-of-view of 18[deg]
                          vertical/24[deg] horizontal for
                          the pilot flying.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.4..................  The visual system must provide      X    X    X
                          for a maximum parallax of
                          10[deg] per pilot.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.5..................  The visual scene content may not    X    X    X
                          be distracting.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.6..................  The minimum distance from the       X    X    X
                          pilot's eye position to the
                          surface of a direct view display
                          may not be less than the
                          distance to any front panel
                          instrument.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.a.7..................  The visual system must provide      X    X    X
                          for a minimum resolution of 5
                          arc-minutes for both computed
                          and displayed pixel size.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------

[[Page 26729]]

 
6.b....................  If a visual system is installed     X    X    X
                          and additional training,
                          testing, or checking credits are
                          being sought on the basis of
                          having a visual system, a visual
                          system meeting the standards set
                          out for at least a Level A FFS
                          (see Appendix A of this part)
                          will be required. A ``direct-
                          view,'' non-collimated visual
                          system (with the other
                          requirements for a Level A
                          visual system met) may be
                          considered satisfactory for
                          those installations where the
                          visual system design ``eye
                          point'' is appropriately
                          adjusted for each pilot's
                          position such that the parallax
                          error is at or less than 10[deg]
                          simultaneously for each pilot.
                         An SOC is required...............
----------------------------------------------------------------------------------------------------------------
6.c....................  The FTD must provide a continuous  ...  ...  ...   X   Optimization of the vertical
                          visual field-of-view of at least                       field-of-view may be considered
                          146[deg] horizontally and                              with respect to the specific
                          36[deg] vertically for both                            helicopter flight deck cut-off
                          pilot seats, simultaneously. The                       angle. When considering the
                          minimum horizontal field-of-view                       installation/use of augmented
                          coverage must be plus and minus                        fields of view, as described
                          one-half (\1/2\) of the minimum                        here, it will be the
                          continuous field-of-view                               responsibility of the sponsor
                          requirement, centered on the                           to meet with the NSPM to
                          zero degree azimuth line                               determine the training,
                          relative to the aircraft                               testing, checking, or
                          fuselage. Additional horizontal                        experience tasks for which the
                          field-of-view capability may be                        augmented field-of-view
                          added at the sponsor's                                 capability may be critical to
                          discretion provided the minimum                        that approval.
                          field-of-view is retained.
                          Capability for a field-of-view
                          in excess of these minima is not
                          required for qualification at
                          Level 7. However, where specific
                          tasks require extended fields of
                          view beyond the 146[deg] by
                          36[deg] (e.g., to accommodate
                          the use of ``chin windows''
                          where the accommodation is
                          either integral with or separate
                          from the primary visual system
                          display), then such extended
                          fields of view must be provided.
                         An SOC is required and must
                          explain the geometry of the
                          installation.
----------------------------------------------------------------------------------------------------------------
7. Sound System
----------------------------------------------------------------------------------------------------------------
7.a....................  The FTD must simulate significant  ...  ...   X    X
                          flight deck sounds resulting
                          from pilot actions that
                          correspond to those heard in the
                          helicopter
----------------------------------------------------------------------------------------------------------------
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
------------------------------------------------------------------------
                   Subjective           FTD level
                requirements The  --------------------
                FTD must be able
                 to perform the
  Entry No.     tasks associated                             Notes
                with the level of   4    5    6    7
                  qualification
                     sought.
------------------------------------------------------------------------
1. Preflight Procedures
------------------------------------------------------------------------
1.a..........  Preflight            A    A    X    X
                Inspection
                (Flight Deck
                Only) switches,
                indicators,
                systems, and
                equipment.
------------------------------------------------------------------------
1.b..........  APU/Engine start
                and run-up.
------------------------------------------------------------------------
1.b.1........  Normal start         A    A    X    X
                procedures.
------------------------------------------------------------------------
1.b.2........  Alternate start      A    A    X    X
                procedures.
------------------------------------------------------------------------
1.b.3........  Abnormal starts      A    A    X    X
                and shutdowns
                (hot start, hung
                start).
------------------------------------------------------------------------
1.c..........  Taxiing--Ground...  ...  ...  ...   X
------------------------------------------------------------------------
1.d..........  Taxiing--Hover....  ...  ...  ...   X
------------------------------------------------------------------------

[[Page 26730]]

 
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  ...  ...   X    X
                During Takeoff.
------------------------------------------------------------------------
2.d..........  Rejected Takeoff..  ...  ...  ...   X
------------------------------------------------------------------------
2.e..........  Instrument          ...  ...   X    X
                Departure.
------------------------------------------------------------------------
3. Climb
------------------------------------------------------------------------
3.a..........  Normal............  ...  ...   X    X
------------------------------------------------------------------------
3.b..........  Obstacle clearance  ...  ...  ...   X
------------------------------------------------------------------------
3.c..........  Vertical..........  ...  ...   X    X
------------------------------------------------------------------------
3.d..........  One engine          ...  ...   X    X
                inoperative.
------------------------------------------------------------------------
4. In-flight Maneuvers
------------------------------------------------------------------------
4.a..........  Turns (timed,       ...   X    X    X
                normal, steep).
------------------------------------------------------------------------
4.b..........  Powerplant          ...  ...   X    X
                Failure--Multieng
                ine Helicopters.
------------------------------------------------------------------------
4.c..........  Powerplant          ...  ...   X    X
                Failure--Single-
                Engine
                Helicopters.
------------------------------------------------------------------------
4.d..........  Recovery From       ...  ...  ...   X
                Unusual Attitudes.
------------------------------------------------------------------------
4.e..........  Settling with       ...  ...  ...   X
                Power.
------------------------------------------------------------------------
5. Instrument Procedures
------------------------------------------------------------------------
5.a..........  Instrument Arrival  ...  ...   X    X
------------------------------------------------------------------------
5.b..........  Holding...........  ...  ...   X    X
------------------------------------------------------------------------
5.c..........  Precision
                Instrument
                Approach
------------------------------------------------------------------------
5.c.1........  Normal--All         ...   X    X    X
                engines operating.
------------------------------------------------------------------------
5.c.2........  Manually            ...  ...   X    X
                controlled--One
                or more engines
                inoperative.
------------------------------------------------------------------------
5.d..........  Non-precision       ...   X    X    X
                Instrument
                Approach.
------------------------------------------------------------------------
5.e..........  Missed Approach.
------------------------------------------------------------------------
5.e.1........  All engines         ...  ...   X    X
                operating.
------------------------------------------------------------------------
5.e.2........  One or more         ...  ...   X    X
                engines
                inoperative.
------------------------------------------------------------------------
5.e.3........  Stability           ...  ...   X    X
                augmentation
                system failure.
------------------------------------------------------------------------
6. Landings and Approaches to Landings
------------------------------------------------------------------------
6.a..........  Visual Approaches   ...   X    X    X
                (normal, steep,
                shallow).
------------------------------------------------------------------------
6.b..........  Landings.
------------------------------------------------------------------------

[[Page 26731]]

 
6.b.1........  Normal/crosswind.
------------------------------------------------------------------------
6.b.1.a......  Running...........  ...  ...  ...   X
------------------------------------------------------------------------
6.b.1.b......  From Hover........  ...  ...  ...   X
------------------------------------------------------------------------
6.b.2........  One or more         ...  ...  ...   X
                engines
                inoperative.
------------------------------------------------------------------------
 6.b.3.......  Rejected Landing..  ...  ...  ...   X
------------------------------------------------------------------------
7. Normal and Abnormal Procedures
------------------------------------------------------------------------
7.a..........  Powerplant........   A    A    X    X
------------------------------------------------------------------------
7.b..........  Fuel System.......   A    A    X    X
------------------------------------------------------------------------
7.c..........  Electrical System.   A    A    X    X
------------------------------------------------------------------------
7.d..........  Hydraulic System..   A    A    X    X
------------------------------------------------------------------------
7.e..........  Environmental        A    A    X    X
                System(s).
------------------------------------------------------------------------
7.f..........  Fire Detection and   A    A    X    X
                Extinguisher
                Systems.
------------------------------------------------------------------------
7.g..........  Navigation and       A    A    X    X
                Aviation Systems.
------------------------------------------------------------------------
7.h..........  Automatic Flight     A    A    X    X
                Control System,
                Electronic Flight
                Instrument
                System, and
                Related
                Subsystems.
------------------------------------------------------------------------
7.i..........  Flight Control       A    A    X    X
                Systems.
------------------------------------------------------------------------
7.j..........  Anti-ice and Deice   A    A    X    X
                Systems.
------------------------------------------------------------------------
7.k..........  Aircraft and         A    A    X    X
                Personal
                Emergency
                Equipment.
------------------------------------------------------------------------
7.l..........  Special Missions    ...  ...  ...   X
                tasks (e.g.,
                Night Vision
                goggles, Forward
                Looking Infrared
                System, External
                Loads and as
                listed on the
                SOQ.).
------------------------------------------------------------------------
8. Emergency procedures (as applicable)
------------------------------------------------------------------------
8.a..........  Emergency Descent.  ...  ...   X    X
------------------------------------------------------------------------
8.b..........  Inflight Fire and   ...  ...   X    X
                Smoke Removal.
------------------------------------------------------------------------
8.c..........  Emergency           ...  ...   X    X
                Evacuation.
------------------------------------------------------------------------
8.d..........  Ditching..........  ...  ...  ...   X
------------------------------------------------------------------------
8.e..........  Autorotative        ...  ...  ...   X
                Landing.
------------------------------------------------------------------------
8.f..........  Retreating blade    ...  ...  ...   X
                stall recovery.
------------------------------------------------------------------------
8.g..........  Mast bumping......  ...  ...  ...   X
------------------------------------------------------------------------
8.h..........  Loss of tail rotor  ...  ...   X    X
                effectiveness.
------------------------------------------------------------------------
9. Postflight Procedures
------------------------------------------------------------------------
9.a..........  After-Landing        A    A    X    X
                Procedures.
------------------------------------------------------------------------
9.b..........  Parking and
                Securing
------------------------------------------------------------------------
9.b.1........  Rotor brake          A    A    X    X
                operation.
------------------------------------------------------------------------
9.b.2........  Abnormal/emergency   A    A    X    X
                procedures.
------------------------------------------------------------------------
Note: An ``A'' in the table indicates that the system, task, or
  procedure may be examined if the appropriate aircraft system or
  control is simulated in the FTD and is working properly.


[[Page 26732]]


                  Table D1C.--Table of FTD System Tasks
------------------------------------------------------------------------
                   QPS requirements                        Information
------------------------------------------------------------------------
                   Subjective            FTD level
             requirements In order --------------------
               to be qualified at
             the FTD qualification
              level indicated, the
 Entry No.    FTD must be able to                             Notes
              perform at least the   4    5    6    7
              tasks associate with
                 that level of
                 qualification.
------------------------------------------------------------------------
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/     A    X    X    X   e.g., Selection,
              Helicopter Landing                         Surface,
              Areas.                                     Presets,
                                                         Lighting
                                                         controls.
------------------------------------------------------------------------
1.d........  Environmental           A    X    X    X   e.g., Temp and
              controls.                                  Wind.
------------------------------------------------------------------------
1.e........  Helicopter system       A    A    X    X
              malfunctions
              (Insertion/deletion).
------------------------------------------------------------------------
1.f........  Locks, Freezes, and     A    X    X    X
              Repositioning (as
              appropriate).
------------------------------------------------------------------------
1.g........  Sound Controls. (On/   ...   X    X    X
              off/adjustment).
------------------------------------------------------------------------
1.h........  Motion/Control         ...   A    X    X
              Loading System, as
              appropriate. On/off/
              emergency stop.
------------------------------------------------------------------------
2. Observer Seats/Stations
------------------------------------------------------------------------
2.a........  Position/Adjustment/    A    X    X    X
              Positive restraint
              system.
------------------------------------------------------------------------
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

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

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

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

Begin QPS Requirements

2. Test Requirements

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

[[Page 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

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

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

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

                                                Table D2A.--Flight Training Device (FTD) Objective Tests
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                         QPS requirements                                                                Information
--------------------------------------------------------------------------------------------------------------------------------------------------------
                       Test                                                                                            FTD level
--------------------------------------------------      Tolerances         Flight conditions       Test details     ---------------         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       Light Off Time--      Ground with the       Record each engine    ...   X    X
                             acceleration           <plus-minus>10% or    Rotor Brake Used      start from the
                             (transient).           <plus-minus>1 sec.    and Not Used.         initiation of the
                                                    Torque--<plus-                              start sequence to
                                                    minus>5% Rotor                              steady state idle
                                                    Speed--<plus-                               and from steady
                                                    minus>3% Fuel Flow--                        state idle to
                                                    <plus-minus>10% Gas                         operating RPM.
                                                    Generator Speed--
                                                    <plus-minus>5%
                                                    Power Turbine
                                                    Speed--<plus-
                                                    minus>5% Gas
                                                    Turbine Temp.--
                                                    <plus-
                                                    minus>30[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.1.b...................  Steady State Idle and  Torque--<plus-        Ground..............  Record both steady     X    X    X
                             Operating RPM          minus>3% Rotor                              state idle and
                             conditions.            Speed--<plus-                               operating RPM
                                                    minus>1.5% Fuel                             conditions. May be
                                                    Flow--<plus-                                a series of
                                                    minus>5% Gas                                snapshot tests.
                                                    Generator Speed--
                                                    <plus-minus>2%
                                                    Power Turbine
                                                    Speed--<plus-
                                                    minus>2% Turbine
                                                    Gas Temp.--<plus-
                                                    minus>20[deg]C.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26734]]

 
1.a.2.....................  Power Turbine Speed    <plus-minus>10% of    Ground..............  Record engine         ...   X    X
                             Trim.                  total change of                             response to trim
                                                    power turbine                               system actuation in
                                                    speed; or <plus-                            both directions.
                                                    minus>0.5% change
                                                    of rotor speed.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.a.3.....................  Engine and Rotor       Torque--<plus-        Climb Descent.......  Record results using  ...   X    X
                             Speed Governing.       minus>5% Rotor                              a step input to the
                                                    Speed--<plus-                               collective. May be
                                                    minus>1.5%.                                 conducted
                                                                                                concurrently with
                                                                                                climb and descent
                                                                                                performance tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.b.......................  Reserved.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.......................  Takeoff.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.1.....................  All Engines..........  Airspeed--<plus-      Ground/Takeoff and    Record results of     ...  ...   X
                                                    minus>3 kt,           Initial Segment of    takeoff flight path
                                                    Altitude--<plus-      Climb.                (running takeoff
                                                    minus>20 ft (6.1 m)                         and takeoff from a
                                                    Torque--<plus-                              hover). The
                                                    minus>3%, Rotor                             criteria apply only
                                                    Speed--<plus-                               to those segments
                                                    minus>1.5%,                                 at airspeeds above
                                                    Vertical Velocity--                         effective
                                                    <plus-minus>100 fpm                         translational lift.
                                                    (0.50 m/sec) or                             Results must be
                                                    10%, Pitch                                  recorded from the
                                                    Attitude--<plus-                            initiation of the
                                                    minus>1.5[deg],                             takeoff to at least
                                                    Bank Attitude--                             200 ft (61 m) AGL.
                                                    <plus-minus>2[deg],
                                                    Heading--<plus-
                                                    minus>2[deg],
                                                    Longitudinal
                                                    Control Position--
                                                    <plus-minus>10%,
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>10%,
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>10%,
                                                    Collective Control
                                                    Position--<plus-
                                                    minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.c.2. through 1.c.3......  Reserved.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.d.......................  Hover.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                            Performance..........  Torque--<plus-        In Ground Effect      Record results for    ...  ...   X
                                                    minus>3%, Pitch       (IGE); and Out of     light and heavy
                                                    Attitude--<plus-      Ground Effect (OGE).  gross weights. May
                                                    minus>1.5[deg],                             be a series of
                                                    Bank Attitude--                             snapshot tests.
                                                    <plus-
                                                    minus>1.5[deg],
                                                    Longitudinal
                                                    Control Position--
                                                    <plus-minus>5%,
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>5%,
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>5%,
                                                    Collective Control
                                                    Position--<plus-
                                                    minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.e.......................  Vertical Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                            Performance..........  Vertical Velocity--   From OGE Hover......  Record results for    ...  ...   X
                                                    <plus-minus>100 fpm                         light and heavy
                                                    (0.50 m/sec) or                             gross weights. May
                                                    <plus-minus>10%,                            be a series of
                                                    Directional Control                         snapshot tests.
                                                    Position--<plus-
                                                    minus>5%,
                                                    Collective Control
                                                    Position--<plus-
                                                    minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.f.......................  Level Flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26735]]

 
                            Performance and        Torque--<plus-        Cruise (Augmentation  Record results for     X    X    X   This test validates
                             Trimmed Flight         minus>3% Pitch        On and Off).          two gross weight                     performance at
                             Control Positions.     Attitude--<plus-                            and CG combinations                  speeds above
                                                    minus>1.5[deg]                              with varying trim                    maximum endurance
                                                    Sideslip Angle--                            speeds throughout                    airspeed.
                                                    <plus-minus>2[deg]                          the airspeed
                                                    Longitudinal                                envelope. May be a
                                                    Control Position--                          series of snapshot
                                                    <plus-minus>5%                              tests.
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>5%
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>5% Collective
                                                    Control Position--
                                                    <plus-minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.g.......................  Climb.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                            Performance and        Vertical Velocity--   All engines           Record results for     X    X    X
                             Trimmed Flight         <plus-minus>100 fpm   operating.            two gross weight
                             Control Positions.     (61 m/sec) or <plus- One engine             and CG
                                                    minus>10% Pitch       inoperative.          combinations. The
                                                    Attitude--<plus-     Augmentation           data presented must
                                                    minus>1.5[deg]        System(s) On and      be for normal climb
                                                    Sideslip Angle--      Off.                  power conditions.
                                                    <plus-minus>2[deg]                          May be a series of
                                                    Longitudinal                                snapshot tests.
                                                    Control Position--
                                                    <plus-minus>5%
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>5%
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>5% Collective
                                                    Control Position--
                                                    <plus-minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.......................  Descent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.1.....................  Descent Performance    Torque--<plus-        At or near 1,000 fpm  Record results for     X    X    X
                             and Trimmed Flight     minus>3% Pitch        (5 m/sec) rate of     two gross weight
                             Control Positions.     Attitude--<plus-      descent (RoD) at      and CG
                                                    minus>1.5[deg]        normal approach       combinations. May
                                                    Sideslip Angle--      speed.                be a series of
                                                    <plus-minus>2[deg]   Augmentation           snapshot tests.
                                                    Longitudinal          System(s) On and
                                                    Control Position--    Off.
                                                    <plus-minus>5%
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>5%
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>5% Collective
                                                    Control Position--
                                                    <plus-minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.h.2.....................  Autorotation           Pitch Attitude--      Steady descents.      Record results for     X    X    X
                             Performance and        <plus-                Augmentation          two gross weight
                             Trimmed Flight         minus>1.5[deg]        System(s) On and      conditions. Data
                             Control Positions.     Sideslip Angle--      Off.                  must be recorded
                                                    <plus-minus>2[deg]                          for normal
                                                    Longitudinal                                operating RPM.
                                                    Control Position--                          (Rotor speed
                                                    <plus-minus>5%                              tolerance applies
                                                    Lateral Control                             only if collective
                                                    Position--<plus-                            control position is
                                                    minus>5%                                    full down.) Data
                                                    Directional Control                         must be recorded
                                                    Position--<plus-                            for speeds from 50
                                                    minus>5% Collective                         kts, <plus-minus>5
                                                    Control Position--                          kts through at
                                                    <plus-minus>5%.                             least maximum glide
                                                                                                distance airspeed.
                                                                                                May be a series of
                                                                                                snapshot tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.i.......................  Autorotation.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26736]]

 
                            Entry................  Rotor Speed--<plus-   Cruise; or Climb....  Record results of a   ...   X    X
                                                    minus>3% Pitch                              rapid throttle
                                                    Attitude <plus-                             reduction to idle.
                                                    minus>2[deg] Roll                           If accomplished in
                                                    Attitude--<plus-                            cruise, results
                                                    minus>3[deg] Yaw                            must be for the
                                                    Attitude--<plus-                            maximum range
                                                    minus>5[deg]                                airspeed. If
                                                    Airspeed--<plus-                            accomplished in
                                                    minus>5 kts.                                climb, results must
                                                    Vertical Velocity--                         be for the maximum
                                                    <plus-minus>200 fpm                         rate of climb
                                                    (1.00 m/sec) or 10%.                        airspeed at or near
                                                                                                maximum continuous
                                                                                                power.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.......................  Landing.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.1.....................  All Engines..........  Airspeed--<plus-      Approach............  Record results of     ...  ...   X
                                                    minus>3 kts,                                the approach and
                                                    Altitude--<plus-                            landing profile
                                                    minus>20 ft (6.1 m)                         (running landing or
                                                    Torque--<plus-                              approach to a
                                                    minus>3%, Rotor                             hover). The
                                                    Speed--<plus-                               criteria apply only
                                                    minus>1.5%, Pitch                           to those segments
                                                    Attitude--<plus-                            at airspeeds above
                                                    minus>1.5[deg],                             effective
                                                    Bank Attitude--                             translational lift.
                                                    <plus-                                      Record the results
                                                    minus>1.5[deg],                             from 200 ft AGL (61
                                                    Heading--<plus-                             m) to the landing
                                                    minus>2[deg],                               or to where the
                                                    Longitudinal                                hover is
                                                    Control Position--                          established prior
                                                    <plus-minus>10%,                            to landing.
                                                    Lateral Control
                                                    Position--<plus-
                                                    minus>10%,
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>10%,
                                                    Collective Control
                                                    Position--<plus-
                                                    minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
1.j.2. through 1.j.3......  Reserved.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26737]]

 
1.j.4.....................  Autorotational         Torque--<plus-        Landing.............  Record the results    ...  ...   X   If flight test data
                             Landing.               minus>3%, Rotor                             of an                                containing all
                                                    Speed--<plus-                               autorotational                       required parameters
                                                    minus>3%, Vertical                          deceleration and                     for a complete
                                                    Velocity--<plus-                            landing from a                       power-off landing
                                                    minus>100 fpm (0.50                         stabilized                           is not available
                                                    m/sec) or 10%,                              autorotational                       from the aircraft
                                                    Pitch Attitude--                            descent, to touch                    manufacturer for
                                                    <plus-minus>2[deg],                         down.                                this test, and
                                                    Bank Attitude--                                                                  other qualified
                                                    <plus-minus>2[deg],                                                              flight test
                                                    Heading--<plus-                                                                  personnel are not
                                                    minus>5[deg],                                                                    available to
                                                    Longitudinal                                                                     acquire this data,
                                                    Control Position--                                                               the sponsor must
                                                    <plus-minus>10%,                                                                 coordinate with the
                                                    Lateral Control                                                                  NSPM to determine
                                                    Position--<plus-                                                                 if it would be
                                                    minus>10%,                                                                       appropriate to
                                                    Directional Control                                                              accept alternative
                                                    Position--<plus-                                                                 testing means.
                                                    minus>10%,                                                                       Alternative
                                                    Collective Control                                                               approaches to this
                                                    Position--<plus-                                                                 data acquisition
                                                    minus>10%.                                                                       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         Contact the NSPM for
                             Mechanical             clarification of
                             Characteristics.       any issue regarding
                                                    helicopters with
                                                    reversible controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.1.....................  Cyclic...............  Breakout--<plus-      Ground; Static        Record results for     X    X    X
                                                    minus>0.25 lbs        conditions. Trim On   an uninterrupted
                                                    (0.112 daN) or 25%.   and Off. Friction     control sweep to
                                                    Force--<plus-         Off. Augmentation     the stops. (This
                                                    minus>1.0 lb (0.224   On and Off.           test does not apply
                                                    daN) or 10%.                                if aircraft
                                                                                                hardware modular
                                                                                                controllers are
                                                                                                used.).
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.2.....................  Collective and Pedals  Breakout--<plus-      Ground; Static        Record results for     X    X    X
                                                    minus>0.5 lb (0.224   conditions. Trim On   an uninterrupted
                                                    daN) or 25%. Force--  and Off. Friction     control sweep to
                                                    <plus-minus>1.0 lb    Off. Augmentation     the stops.
                                                    (0.224 daN) or 10%.   On and Off.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.3.....................  Brake Pedal Force vs.  <plus-minus>5 lbs     Ground; Static        ....................   X    X    X
                             Position.              (2.224 daN) or 10%.   conditions.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26738]]

 
2.a.4.....................  Trim System Rate (all  Rate--<plus-          Ground; Static        The tolerance          X    X    X
                             applicable systems).   minus>10%.            conditions. Trim      applies to the
                                                                          On. Friction Off.     recorded value of
                                                                                                the trim rate.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.5.....................  Control Dynamics (all  <plus-minus>10% of    Hover/Cruise Trim On  Results must be       ...   X    X   Control Dynamics for
                             axes).                 time for first zero   Friction Off.         recorded for a                       irreversible
                                                    crossing and <plus-                         normal control                       control systems may
                                                    minus>10 (N+1)% of                          displacement in                      be evaluated in a
                                                    period thereafter.                          both directions in                   ground/static
                                                    <plus-minus>10% of                          each axis, using                     condition. Refer to
                                                    amplitude of first                          25% to 50% of full                   paragraph 3 of this
                                                    overshoot. <plus-                           throw.                               attachment for
                                                    minus>20% of                                                                     additional
                                                    amplitude of 2nd                                                                 information. ``N''
                                                    and subsequent                                                                   is the sequential
                                                    overshoots greater                                                               period of a full
                                                    than 5% of initial                                                               cycle of
                                                    displacement. <plus-                                                             oscillation.
                                                    minus>1 overshoot.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.a.6.....................  Freeplay.............  <plus-minus>0.10 in.  Ground; Static        Record and compare     X    X    X
                                                    (<plus-minus>2.5      conditions.           results for all
                                                    mm).                                        controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.......................  Low Airspeed Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.1.....................  Trimmed Flight         Torque <plus-         Translational Flight  Record results for    ...  ...   X
                             Control Positions.     minus>3% Pitch        IGE--Sideward,        several airspeed
                                                    Attitude <plus-       rearward, and         increments to the
                                                    minus>1.5[deg] Bank   forward flight.       translational
                                                    Attitude <plus-       Augmentation On and   airspeed limits and
                                                    minus>2[deg]          Off.                  for 45 kts. forward
                                                    Longitudinal                                airspeed. May be a
                                                    Control Position                            series of snapshot
                                                    <plus-minus>5%                              tests.
                                                    Lateral Control
                                                    Position <plus-
                                                    minus>5%
                                                    Directional Control
                                                    Position <plus-
                                                    minus>5% Collective
                                                    Control Position
                                                    <plus-minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.2.....................  Critical Azimuth.....  Torque <plus-         Stationary Hover.     Record results for    ...  ...   X
                                                    minus>3% Pitch        Augmentation On and   three relative wind
                                                    Attitude <plus-       Off.                  directions
                                                    minus>1.5[deg],                             (including the most
                                                    Bank Attitude <plus-                        critical case) in
                                                    minus>2[deg],                               the critical
                                                    Longitudinal                                quadrant. May be a
                                                    Control Position                            series of snapshot
                                                    <plus-minus>5%,                             tests.
                                                    Lateral Control
                                                    Position <plus-
                                                    minus>5%,
                                                    Directional Control
                                                    Position <plus-
                                                    minus>5%,
                                                    Collective Control
                                                    Position <plus-
                                                    minus>5%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.....................  Control Response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.a...................  Longitudinal.........  Pitch Rate--<plus-    Hover. Augmentation   Record results for a  ...  ...   X   This is a ``short
                                                    minus>10% or <plus-   On and Off.           step control input.                  time'' test.
                                                    minus>2[deg]/sec.                           The Off-axis
                                                    Pitch Attitude                              response must show
                                                    Change--<plus-                              correct trend for
                                                    minus>10% or                                unaugmented cases.
                                                    1.5[deg].                                   This test must be
                                                                                                conducted in a
                                                                                                hover, in ground
                                                                                                effect, without
                                                                                                entering
                                                                                                translational
                                                                                                flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26739]]

 
2.b.3.b...................  Lateral..............  Roll Rate--<plus-     Hover Augmentation    Record results for a  ...  ...   X   This is a ``short
                                                    minus>10% or <plus-   On and Off.           step control input.                  time'' test
                                                    minus>3[deg]/sec.                           The Off-axis                         conducted in a
                                                    Roll Attitude                               response must show                   hover, in ground
                                                    Change--<plus-                              correct trend for                    effect, without
                                                    minus>10% or <plus-                         unaugmented cases.                   entering
                                                    minus>3[deg].                                                                    translational
                                                                                                                                     flight, to provide
                                                                                                                                     better visual
                                                                                                                                     reference.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.c...................  Directional..........  Yaw Rate--<plus-      Hover Augmentation    Record results for a  ...  ...   X   This is a ``short
                                                    minus>10% or <plus-   On and Off.           step control input.                  time'' test.
                                                    minus>2[deg]/sec.                           The Off-axis
                                                    Heading Change--                            response must show
                                                    <plus-minus>10% or                          correct trend for
                                                    <plus-minus>2[deg].                         unaugmented cases.
                                                                                                This test must be
                                                                                                conducted in a
                                                                                                hover, in ground
                                                                                                effect, without
                                                                                                entering
                                                                                                translational
                                                                                                flight.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.b.3.d...................  Vertical.............  Normal Acceleration   Hover Augmentation    Record results for a  ...  ...   X
                                                    <plus-minus>0.1g.     On and Off.           step control input.
                                                                                                The Off-axis
                                                                                                response must show
                                                                                                correct trend for
                                                                                                unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.......................  Longitudinal Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.1.....................  Control Response.....  Pitch Rate--<plus-    Cruise Augmentation   Results must be        X    X    X
                                                    minus>10% or <plus-   On and Off.           recorded for two
                                                    minus>2[deg]/sec.                           cruise airspeeds to
                                                    Pitch Attitude                              include minimum
                                                    Change--<plus-                              power required
                                                    minus>10% or <plus-                         speed. Record data
                                                    minus>1.5[deg].                             for a step control
                                                                                                input. The Off-axis
                                                                                                response must show
                                                                                                correct trend for
                                                                                                unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.2.....................  Static Stability.....  Longitudinal Control  Cruise or Climb.      Record results for a   X    X    X
                                                    Position: <plus-      Autorotation.         minimum of two
                                                    minus>10% of change   Augmentation On and   speeds on each side
                                                    from trim or <plus-   Off.                  of the trim speed.
                                                    minus>0.25 in. (6.3                         May be a series of
                                                    mm) or Longitudinal                         snapshot tests.
                                                    Control Force:
                                                    <plus-minus>0.5 lb.
                                                    (0.223 daN) or
                                                    <plus-minus>10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.....................  Dynamic Stability.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26740]]

 
2.c.3.a...................  Long Term Response...  <plus-minus>10% of    Cruise Augmentation   Record results for     X    X    X   The response for
                                                    calculated period.    On and Off.           three full cycles                    certain helicopters
                                                    <plus-minus>10% of                          (6 overshoots after                  may be unrepeatable
                                                    time to \1/2\ or                            input completed) or                  throughout the
                                                    double amplitude,                           that sufficient to                   stated time. In
                                                    or <plus-minus>0.02                         determine time to                    these cases, the
                                                    of damping ratio.                           \1/2\ or double                      test should show at
                                                    For non-periodic                            amplitude,                           least that a
                                                    responses, the time                         whichever is less.                   divergence is
                                                    history must be                             For non-periodic                     identifiable. For
                                                    matched within                              responses, the test                  example: Displacing
                                                    <plus-minus>3[deg]                          may be terminated                    the cyclic for a
                                                    pitch; and <plus-                           prior to 20 sec if                   given time normally
                                                    minus>5 kts                                 the test pilot                       excites this test
                                                    airspeed over a 20                          determines that the                  or until a given
                                                    sec period                                  results are                          pitch attitude is
                                                    following release                           becoming                             achieved and then
                                                    of the controls.                            uncontrollably                       return the cyclic
                                                                                                divergent. Displace                  to the original
                                                                                                the cyclic for one                   position. For non-
                                                                                                second or less to                    periodic responses,
                                                                                                excite the test.                     results should show
                                                                                                The result will be                   the same convergent
                                                                                                either convergent                    or divergent
                                                                                                or divergent and                     character as the
                                                                                                must be recorded.                    flight test data.
                                                                                                If this method
                                                                                                fails to excite the
                                                                                                test, displace the
                                                                                                cyclic to the
                                                                                                predetermined
                                                                                                maximum desired
                                                                                                pitch attitude and
                                                                                                return to the
                                                                                                original position.
                                                                                                If this method is
                                                                                                used, record the
                                                                                                results.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.c.3.b...................  Short Term Response..  <plus-minus>1.5[deg]  Cruise or Climb.      Record results for    ...   X    X   A control doublet
                                                    Pitch or <plus-       Augmentation On and   at least two                         inserted at the
                                                    minus>2[deg]/sec.     Off.                  airspeeds.                           natural frequency
                                                    Pitch Rate. <plus-                                                               of the aircraft
                                                    minus>0.1 g Normal                                                               normally excites
                                                    Acceleration.                                                                    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  Cruise or Climb.      Record results for    ...   X    X
                                                    Position--<plus-      Augmentation On and   at least two
                                                    minus>10% of change   Off.                  airspeeds at
                                                    from trim or <plus-                         30[deg]-45[deg]
                                                    minus>0.25 in. (6.3                         bank angle. The
                                                    mm) or Longitudinal                         force may be shown
                                                    Control Forces--                            as a cross plot for
                                                    <plus-minus>0.5 lb.                         irreversible
                                                    (0.223 daN) or                              systems. May be a
                                                    <plus-minus>10%.                            series of snapshot
                                                                                                tests.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.......................  Lateral and Directional Handling Qualities.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26741]]

 
2.d.1.....................  Control Response.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.a...................  Lateral..............  Roll Rate--<plus-     Cruise Augmentation   Record results for     X    X    X
                                                    minus>10% or <plus-   On and Offd.          at least two
                                                    minus>3[deg]/sec.                           airspeeds,
                                                    Roll Attitude                               including the speed
                                                    Change--<plus-                              at or near the
                                                    minus>10% or <plus-                         minimum power
                                                    minus>3[deg].                               required airspeed.
                                                                                                Record results for
                                                                                                a step control
                                                                                                input. The Off-axis
                                                                                                response must show
                                                                                                correct trend for
                                                                                                unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.1.b...................  Directional..........  Yaw Rate--<plus-      Cruise Augmentation   Record data for at     X    X    X
                                                    minus>10% or <plus-   On and Off.           least two
                                                    minus>2[deg]/sec.                           Airspeeds,
                                                    Yaw Attitude                                including the speed
                                                    Change--<plus-                              at or near the
                                                    minus>10% or <plus-                         minimum power
                                                    minus>2[deg].                               required airspeed.
                                                                                                Record results for
                                                                                                a step control
                                                                                                input. The Off-axis
                                                                                                response must show
                                                                                                correct trend for
                                                                                                unaugmented cases.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.2.....................  Directional Static     Lateral Control       Cruise; or Climb      Record results for     X    X    X   This is a steady
                             Stability.             Position--<plus-      (may use Descent      at least two                         heading sideslip
                                                    minus>10% of change   instead of Climb if   sideslip angles on                   test at a fixed
                                                    from trim or <plus-   desired)              either side of the                   collective
                                                    minus>0.25 in. (6.3   Augmentation On and   trim point. The                      position.
                                                    mm) or Lateral        Off.                  force may be shown
                                                    Control Force--                             as a cross plot for
                                                    <plus-minus>0.5 lb.                         irreversible
                                                    (0.223 daN) or 10%.                         systems. May be a
                                                    Roll Attitude--                             series of snapshot
                                                    <plus-minus>1.5                             tests.
                                                    Directional Control
                                                    Position--<plus-
                                                    minus>10% of change
                                                    from trim or <plus-
                                                    minus>0.25 in. (6.3
                                                    mm) or Directional
                                                    Control Force--
                                                    <plus-minus>1 lb.
                                                    (0.448 daN) or 10%.
                                                    Longitudinal
                                                    Control Position--
                                                    <plus-minus>10% of
                                                    change from trim or
                                                    <plus-minus>0.25
                                                    in. (6.3 mm).
                                                    Vertical Velocity--
                                                    <plus-minus>100 fpm
                                                    (0.50m/sec) or 10%.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.....................  Dynamic Lateral and Directional Stability.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26742]]

 
2.d.3.a...................  Lateral-Directional    <plus-minus>0.5 sec.  Cruise or Climb       Record results for     X    X    X
                             Oscillations.          or <plus-minus>10%    Augmentation On and   at least two
                                                    of period. <plus-     Off.                  airspeeds. The test
                                                    minus>10% of time                           must be initiated
                                                    to \1/2\ or double                          with a cyclic or a
                                                    amplitude or <plus-                         pedal doublet
                                                    minus>0.02 of                               input. Record
                                                    damping ratio.                              results for six
                                                    <plus-minus>20% or                          full cycles (12
                                                    <plus-minus>1 sec                           overshoots after
                                                    of time difference                          input completed) or
                                                    between peaks of                            that sufficient to
                                                    bank and sideslip.                          determine time to
                                                    For non-periodic                            \1/2\ or double
                                                    responses, the time                         amplitude,
                                                    history must be                             whichever is less.
                                                    matched within                              The test may be
                                                    <plus-minus>10                              terminated prior to
                                                    knots Airspeed;                             20 sec if the test
                                                    <plus-minus>5[deg]/                         pilot determines
                                                    s Roll Rate or                              that the results
                                                    <plus-minus>5[deg]                          are becoming
                                                    Roll Attitude;                              uncontrollably
                                                    <plus-minus>4[deg]/                         divergent.
                                                    s Yaw Rate or <plus-
                                                    minus>4[deg] Yaw
                                                    Angle over a 20 sec
                                                    period roll angle
                                                    following release
                                                    of the controls.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.b...................  Spiral Stability.....  <plus-minus>2[deg]    Cruise or Climb.      Record the results     X    X    X
                                                    or <plus-minus>10%    Augmentation On and   of a release from
                                                    roll angle.           Off.                  pedal only or
                                                                                                cyclic only turns
                                                                                                for 20 sec. Results
                                                                                                must be recorded
                                                                                                from turns in both
                                                                                                directions.
                                                                                                Terminate check at
                                                                                                zero roll angle or
                                                                                                when the test pilot
                                                                                                determines that the
                                                                                                attitude is
                                                                                                becoming
                                                                                                uncontrollably
                                                                                                divergent.
--------------------------------------------------------------------------------------------------------------------------------------------------------
2.d.3.c...................  Adverse/Proverse Yaw.  Correct Trend, <plus- Cruise or Climb.      Record the time        X    X    X
                                                    minus>2[deg]          Augmentation On and   history of initial
                                                    transient sideslip    Off.                  entry into cyclic
                                                    angle.                                      only turns, using
                                                                                                only a moderate
                                                                                                rate for cyclic
                                                                                                input. Results must
                                                                                                be recorded for
                                                                                                turns in both
                                                                                                directions.
--------------------------------------------------------------------------------------------------------------------------------------------------------
3.                          Reserved
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.                          Visual System
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.......................  Visual System Response Time: (Choose either test 4.a.1. or 4.a.2. to satisfy test 4.a.,       ...  ...  ....................
                             Visual System Response Time Test. This test is also sufficient for flight deck instrument
                             response timing.)
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.1.....................  Latency.
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                   150 ms (or less)      Takeoff, climb, and   One test is required  ...  ...   X
                                                    after helicopter      descent.              in each axis
                                                    response.                                   (pitch, roll and
                                                                                                yaw) for each of
                                                                                                the three
                                                                                                conditions (take-
                                                                                                off, cruise, and
                                                                                                approach or
                                                                                                landing).
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.a.2.....................  Transport Delay.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26743]]

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

[[Page 26744]]

 
4.d.......................  Highlight brightness.  Not less than three   N/A.................  Measure the           ...  ...   X   Measurements may be
                                                    (3) foot-lamberts                           brightness of the                    made using a 1[deg]
                                                    (10 cd/m\2\).                               center white square                  spot photometer and
                                                                                                while superimposing                  a raster drawn test
                                                                                                a highlight on that                  pattern filling the
                                                                                                white square. The                    entire visual scene
                                                                                                use of calligraphic                  (all channels) with
                                                                                                capabilities to                      a test pattern of
                                                                                                enhance the raster                   black and white
                                                                                                brightness is                        squares, 5 per
                                                                                                acceptable, but                      square, with a
                                                                                                measuring light                      white square in the
                                                                                                points is not                        center of each
                                                                                                acceptable.                          channel.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.e.......................  Surface resolution...  Not greater than two  N/A.................  An SOC is required    ...  ...   X   When the eye is
                                                    (2) arc minutes.                            and must include                     positioned on a
                                                                                                the relevant                         3[deg] glide slope
                                                                                                calculations.                        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      N/A.................  An SOC is required    ...  ...   X   Light point size may
                                                    five (5) arc-                               and must include                     be measured using a
                                                    minutes.                                    the relevant                         test pattern
                                                                                                calculations.                        consisting of a
                                                                                                                                     centrally located
                                                                                                                                     single row of light
                                                                                                                                     points reduced in
                                                                                                                                     length until
                                                                                                                                     modulation is just
                                                                                                                                     discernible in each
                                                                                                                                     visual channel. A
                                                                                                                                     row of 48 lights
                                                                                                                                     will form a 4[deg]
                                                                                                                                     angle or less.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26745]]

 
4.g.......................  Light point contrast   ....................  ....................  ....................  ...  ...  ...  A 1[deg] spot
                             ratio.                                                                                                  photometer may be
                                                                                                                                     used to measure a
                                                                                                                                     square of at least
                                                                                                                                     1[deg] filled with
                                                                                                                                     light points (where
                                                                                                                                     light point
                                                                                                                                     modulation is just
                                                                                                                                     discernible) and
                                                                                                                                     compare the results
                                                                                                                                     to the measured
                                                                                                                                     adjacent
                                                                                                                                     background. During
                                                                                                                                     contrast ratio
                                                                                                                                     testing, simulator
                                                                                                                                     aft-cab and flight
                                                                                                                                     deck ambient light
                                                                                                                                     levels should be
                                                                                                                                     zero.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.1.....................  Reserved.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.g.2.....................  .....................  Not less than 25:1..  N/A.................  An SOC is required    ...  ...   X
                                                                                                and must include
                                                                                                the relevant
                                                                                                calculations.
--------------------------------------------------------------------------------------------------------------------------------------------------------
4.h.......................  Visual ground segment.
--------------------------------------------------------------------------------------------------------------------------------------------------------

[[Page 26746]]

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


[[Page 26747]]

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

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 pitot-
static inputs (if appropriate) must be provided to represent 
airspeeds typical of those encountered in flight.
    (3) It may be shown that for some helicopters, climb, cruise, 
and autorotation have like effects. Thus, some tests for one may 
suffice for some tests for another. If either or both considerations 
apply, engineering validation or helicopter manufacturer rationale 
must be submitted as justification for ground tests or for 
eliminating a configuration. For FTDs requiring static and dynamic 
tests at the controls, special test fixtures will not be required 
during initial and upgrade evaluations if the sponsor's QTG shows 
both test fixture results and the results of an alternative 
approach, such as computer plots which were produced concurrently 
and show satisfactory agreement. Repeat of the alternative method 
during the initial evaluation 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(A<INF>d</INF>) on Figure 1 of this 
attachment is <plus-minus>5 percent of the initial displacement 
amplitude, A<INF>d</INF>, from the steady state value of the 
oscillation. Oscillations within the residual band are considered 
insignificant. When comparing simulator data to helicopter data, the 
process would begin by overlaying or aligning the simulator and 
helicopter steady state values and then comparing amplitudes of 
oscillation peaks, the time of the first zero crossing, and 
individual periods of oscillation. To be satisfactory, the simulator 
must show the same number of significant overshoots to within one 
when compared against the helicopter data. The procedure for 
evaluating the response is illustrated in Figure 1 of this 
attachment.
    (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 <plus-minus>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(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>
T(P<INF>1</INF>) <plus-minus>20% of P<INF>1</INF>
T(P<INF>2</INF>) <plus-minus>30% of P<INF>2</INF>
T(P<INF>n</INF>) <plus-minus>10(n+1)% of P<INF>n</INF>
T(A<INF>n</INF>) <plus-minus>10% of A<INF>1</INF>
T(A<INF>d</INF>) <plus-minus>5% of A<INF>d</INF> = residual band
Significant overshoots First overshoot and <plus-minus>1 subsequent 
overshoots

    (b) The following tolerance applies to critically damped and 
overdamped systems only. See Figure D2B for an illustration of the 
reference measurements:

T(P<INF>0</INF>) <plus-minus>10% of P<INF>0</INF>
BILLING CODE 4910-13-P

[[Page 26748]]

[GRAPHIC] [TIFF OMITTED] TR09MY08.053

BILLING CODE 4910-13-C

[[Page 26749]]

    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--<plus-minus> 2 lbs (0.9 daN) or <plus-minus> 
10% on dynamic increment above static test.

End QPS Requirement

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

Begin Information

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

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

    <bullet> Additional Information About Flight Simulator 
Qualification for New or Derivative Helicopters, paragraph 8.
    <bullet> Engineering Simulator Validation Data, paragraph 9.
    <bullet> Validation Test Tolerances, paragraph 11.
    <bullet> Validation Data Road Map, paragraph 12.
    <bullet> Acceptance Guidelines for Alternative Avionics, 
paragraph 13.
    <bullet> Transport Delay Testing, paragraph 15.
    <bullet> Continuing Qualification Evaluation Validation Data 
Presentation, paragraph 16.

End Information

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

Attachment 3 to Appendix D to Part 60--FLIGHT TRAINING DEVICE (FTD) 
SUBJECTIVE EVALUATION

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

Begin QPS Requirements

1. Requirements

    a. Except for special use 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

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

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

[[Page 26750]]

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

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

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

[[Page 26751]]

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

[[Page 26752]]

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

[[Page 26753]]

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

[[Page 26754]]

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

[[Page 26755]]

 
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.


[[Page 26756]]


 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[deg] glide-slope in
                          simulated meteorological conditions. For
                          circling approaches, all tests apply to the
                          runway used for the initial approach and to
                          the runway of intended landing.
------------------------------------------------------------------------
3.a....................  For runways: Runway definition, strobe lights,
                          approach lights, and edge lights from 5 sm (8
                          km) of the threshold.
------------------------------------------------------------------------

[[Page 26757]]

 
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 ``in-use'' 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:
------------------------------------------------------------------------

[[Page 26758]]

 
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 ``in-use'' runway in
                          the first model of the airport, and the second
                          runway designated as the ``in-use'' runway in
                          the second model of the same airport. For
                          example, the clearance is for the ILS approach
                          to Runway 27, Circle to Land on Runway 18
                          right. Two airport visual models might be
                          used: The first with Runway 27 designated as
                          the ``in use'' runway for the approach to
                          runway 27, and the second with Runway 18 Right
                          designated as the ``in use'' runway. When the
                          pilot breaks off the ILS approach to runway
                          27, the instructor may change to the second
                          airport visual model in which runway 18 Right
                          is designated as the ``in use'' runway, and
                          the pilot would make a visual approach and
                          landing. This process is acceptable to the FAA
                          as long as the temporary interruption due to
                          the visual model change is not distracting to
                          the pilot.
------------------------------------------------------------------------
10.....................  Sponsors are not required to provide every
                          detail of a runway, but the detail that is
                          provided should be correct within reasonable
                          limits.
------------------------------------------------------------------------
                             End Information
------------------------------------------------------------------------


[[Page 26759]]


 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[deg] glide-slope from the
                          aircraft to the touchdown point, in simulated
                          meteorological conditions. For circling
                          approaches, all tests apply to the runway used
                          for the initial approach and to the runway of
                          intended landing.
------------------------------------------------------------------------
2.a....................  For Runways.
------------------------------------------------------------------------
2.a.1..................  Strobe lights, approach lights, and edge lights
                          from 5 sm (8 km) of the threshold.
------------------------------------------------------------------------
2.a.2..................  Centerline lights and taxiway definition from 3
                          sm (5 km).
------------------------------------------------------------------------
2.a.3..................  Visual Approach Aid lights (VASI or PAPI) from
                          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.
------------------------------------------------------------------------

[[Page 26760]]

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

[[Page 26761]]

 
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:
------------------------------------------------------------------------

[[Page 26762]]

 
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).
------------------------------------------------------------------------

[[Page 26763]]

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

[[Page 26764]]

 
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)
------------------------------------------------------------------------

[[Page 26765]]

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


[[Page 26766]]

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

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

Begin QPS Requirements

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

End QPS Requirements

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

Begin Information

    g. An example of a segment assessment--At the initial QMS 
assessment, the NSPM will divide the QMS program into segments 
(e.g., 6 separate segments). There must be an assessment of a 
certain number of segments every 6 months (i.e., segments 1 and 2 at 
the end of the first 6 month period; segments 3 and 4 at the end of 
the second 6 month period (or one year); and segments 5 and 6 at the 
end of the third 6 month period (or 18 months). As the program 
matures, the interval between assessments may be extended to 12 
months (e.g., segments 1, 2, and 3 at the end of the first year; and 
segments 4, 5, and 6 at the end of the second year). In both cases, 
the entire QMS program is assessed at least every 24 months.
    h. The 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

[[Page 26780]]

``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 cross-
reference to each represented task.
    i. Additional Information.
    (1) In addition to specifically designated QMS evaluations, the 
NSPM will evaluate the sponsor's QMS program as part of regularly 
scheduled FSTD continuing qualification evaluations and no-notice 
FSTD evaluations, focusing in part on the effectiveness and 
viability of the QMS program and its contribution to the overall 
capability of the FSTD to meet the requirements of this part.
    (2) The sponsor or MR may delegate duties associated with 
maintaining the qualification of the FSTD (e.g., corrective and 
preventive maintenance, scheduling and conducting tests or 
inspections, functional preflight checks) but retain the 
responsibility and authority for the day-to-day qualification of the 
FSTD. One person may serve as the sponsor or MR for more than one 
FSTD, but one FSTD may not have more than one sponsor or MR.
    (3) A QMS program may be applicable to more than one certificate 
holder (e.g., part 119 and part 142 or two part 119 certificate 
holders) and an MR may work for more than one certificate holder 
(e.g., part 119 and part 142 or two part 119 certificate holders) as 
long as the 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

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

                Table E1.--FSTD Quality Management System
------------------------------------------------------------------------
                                                          Information
     Entry No.                QPS requirement             (reference)
------------------------------------------------------------------------
E1.1...............  A QMS manual that prescribes the  Sec.   60.5(a).
                      policies, processes, or
                      procedures outlined in this
                      table.
------------------------------------------------------------------------
E1.2...............  A policy, process, or procedure   Sec.   60.5(b).
                      specifying how the sponsor will
                      identify deficiencies in the
                      QMS.
------------------------------------------------------------------------
E1.3...............  A policy, process, or procedure   Sec.   60.5(b).
                      specifying how the sponsor will
                      document how the QMS program
                      will be changed to address
                      deficiencies.
------------------------------------------------------------------------
E1.4...............  A policy, process, or procedure   Sec.   60.5(c).
                      specifying how the sponsor will
                      address proposed program
                      changes (for programs that do
                      not meet the minimum
                      requirements as notified by the
                      NSPM) to the NSPM and receive
                      approval prior to their
                      implementation.
------------------------------------------------------------------------
E1.5...............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.7(b)(5).
                      document that at least one FSTD
                      is used within the sponsor's
                      FAA-approved flight training
                      program for the aircraft or set
                      of aircraft at least once
                      within the 12-month period
                      following the initial or
                      upgrade evaluation conducted by
                      the NSPM and at least once
                      within each subsequent 12-month
                      period thereafter.
------------------------------------------------------------------------
E1.6...............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.7(b)(6).
                      document that at least one FSTD
                      is used within the sponsor's
                      FAA-approved flight training
                      program for the aircraft or set
                      of aircraft at least once
                      within the 12-month period
                      following the first continuing
                      qualification evaluation
                      conducted by the NSP and at
                      least once within each
                      subsequent 12-month period
                      thereafter.
------------------------------------------------------------------------
E1.7...............  A policy, process, or procedure   Sec.   60.5(b)(7)
                      specifying how the sponsor will   and Sec.
                      obtain an annual written          60.7(d)(2).
                      statement from a qualified
                      pilot (who has flown the
                      subject aircraft or set of
                      aircraft during the preceding
                      12-month period) that the
                      performance and handling
                      qualities of the subject FSTD
                      represents the subject aircraft
                      or set of aircraft (within the
                      normal operating envelope).
                      Required only if the subject
                      FSTD is not used in the
                      sponsor's FAA-approved flight
                      training program for the
                      aircraft or set of aircraft at
                      least once within the preceding
                      12-month period.
------------------------------------------------------------------------
E1.8...............  A policy, process, or procedure   Sec.
                      specifying how independent        60.9(b)(1).
                      feedback (from persons recently
                      completing training,
                      evaluation, or obtaining flight
                      experience; instructors and
                      check airmen using the FSTD for
                      training, evaluation, or flight
                      experience sessions; and FSTD
                      technicians and maintenance
                      personnel) will be received and
                      addressed by the sponsor
                      regarding the FSTD and its
                      operation.
------------------------------------------------------------------------

[[Page 26781]]

 
E1.9...............  A policy, process, or procedure   Sec.
                      specifying how and where the      60.9(b)(2).
                      FSTD SOQ will be posted, or
                      accessed by an appropriate
                      terminal or display, in or
                      adjacent to the FSTD.
------------------------------------------------------------------------
E1.10..............  A policy, process, or procedure   Sec.   60.9(c)
                      specifying how the sponsor's      and Appendix E,
                      management representative (MR)    paragraph (d).
                      is selected and identified by
                      name to the NSPM.
------------------------------------------------------------------------
E1.11..............  A policy, process, or procedure   Sec.
                      specifying the MR authority and   60.9(c)(2), (3),
                      responsibility for the            and (4).
                      following:
------------------------------------------------------------------------
E1.11.a............  Monitoring the on-going
                      qualification of assigned FSTDs
                      to ensure all matters regarding
                      FSTD qualification are
                      completed as required by this
                      part.
------------------------------------------------------------------------
E1.11.b............  Ensuring that the QMS is
                      properly maintained by
                      overseeing the QMS policies,
                      practices, or procedures and
                      modifying as necessary.
------------------------------------------------------------------------
E1.11.c............  Regularly briefing sponsor's
                      management on the status of the
                      on-going FSTD qualification
                      program and the effectiveness
                      and efficiency of the QMS.
------------------------------------------------------------------------
E1.11.d............  Serving as the primary contact
                      point for all matters between
                      the sponsor and the NSPM
                      regarding the qualification of
                      assigned FSTDs.
------------------------------------------------------------------------
E1.11.e............  Delegating the MR assigned
                      duties to an individual at each
                      of the sponsor's locations, as
                      appropriate.
------------------------------------------------------------------------
E1.12..............  A policy, process, or procedure   Sec.   60.13; QPS
                      specifying how the sponsor        Appendices A, B,
                      will:                             C, and D.
------------------------------------------------------------------------
E1.12.a............  Ensure that the data made
                      available to the NSPM (the
                      validation data package)
                      includes the aircraft
                      manufacturer's flight test data
                      (or other data approved by the
                      NSPM) and all relevant data
                      developed after the type
                      certificate was issued (e.g.,
                      data developed in response to
                      an airworthiness directive) if
                      the data results from a change
                      in performance, handling
                      qualities, functions, or other
                      characteristics of the aircraft
                      that must be considered for
                      flight crewmember training,
                      evaluation, or experience
                      requirements.
------------------------------------------------------------------------
E1.12.b............  Notify the NSPM within 10
                      working days of becoming aware
                      that an addition to or a
                      revision of the flight related
                      data or airplane systems
                      related data is available if
                      this data is used to program or
                      operate a qualified FSTD.
------------------------------------------------------------------------
E1.12.c............  Maintain a liaison with the
                      manufacturer of the aircraft
                      being simulated (or with the
                      holder of the aircraft type
                      certificate for the aircraft
                      being simulated if the
                      manufacturer is no longer in
                      business), and if appropriate,
                      with the person who supplied
                      the aircraft data package for
                      the FFS for the purposes of
                      receiving notification of data
                      package changes.
------------------------------------------------------------------------
E1.13..............  A policy, process, or procedure   Sec.   60.14.
                      specifying how the sponsor will
                      make available all special
                      equipment and qualified
                      personnel needed to conduct
                      tests during initial,
                      continuing qualification, or
                      special evaluations.
------------------------------------------------------------------------
E1.14..............  A policy, process, or procedure   Sec.   60.15(a)-
                      specifying how the sponsor will   (d); Sec.
                      submit to the NSPM a request to   60.15(b); Sec.
                      evaluate the FSTD for initial     60.15(b)(i);
                      qualification at a specific       Sec.
                      level and simultaneously          60.15(b)(ii);
                      request the TPAA forward a        Sec.
                      concurring letter to the NSPM;    60.15(b)(iii).
                      including how the MR will use
                      qualified personnel to confirm
                      the following:
------------------------------------------------------------------------
E1.14.a............  That the performance and
                      handling qualities of the FSTD
                      represent those of the aircraft
                      or set of aircraft within the
                      normal operating envelope.
------------------------------------------------------------------------
E1.14.b............  The FSTD systems and sub-systems
                      (including the simulated
                      aircraft systems) functionally
                      represent those in the aircraft
                      or set of aircraft.
------------------------------------------------------------------------
E1.14.c............  The flight deck represents the
                      configuration of the specific
                      type or aircraft make, model,
                      and series aircraft being
                      simulated, as appropriate.
------------------------------------------------------------------------
E1.15..............  A policy, process, or procedure   Sec.   60.15(e).
                      specifying how the subjective
                      and objective tests are
                      completed at the sponsor's
                      training facility for an
                      initial evaluation.
------------------------------------------------------------------------
E1.16..............  A policy, process, or procedure   Sec.   60.15(h).
                      specifying how the sponsor will
                      update the QTG with the results
                      of the FAA-witnessed tests and
                      demonstrations together with
                      the results of the objective
                      tests and demonstrations after
                      the NSPM completes the
                      evaluation for initial
                      qualification.
------------------------------------------------------------------------

[[Page 26782]]

 
E1.17..............  A policy, process, or procedure   Sec.   60.15(i).
                      specifying how the sponsor will
                      make the MQTG available to the
                      NSPM upon request.
------------------------------------------------------------------------
E1.18..............  A policy, process, or procedure   Sec.   60.16(a);
                      specifying how the sponsor will   Sec.
                      apply to the NSPM for             60.16(a)(1)(i);
                      additional qualification(s) to    and Sec.
                      the SOQ.                          60.16(a)(1)(ii).
------------------------------------------------------------------------
E1.19..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(a)(1) QPS
                      completes all required            Appendices A, B,
                      Attachment 2 objective tests      C, or D.
                      each year in a minimum of four
                      evenly spaced inspections as
                      specified in the appropriate
                      QPS.
------------------------------------------------------------------------
E1.20..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(a)(2) QPS
                      completes and records a           Appendices A, B,
                      functional preflight check of     C, or D.
                      the FSTD within the preceding
                      24 hours of FSTD use, including
                      a description of the functional
                      preflight.
------------------------------------------------------------------------
E1.21..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(b)(2).
                      schedules continuing
                      qualification evaluations with
                      the NSPM.
------------------------------------------------------------------------
E1.22..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.19(b)(5)-(6).
                      ensures that the FSTD has
                      received a continuing
                      qualification evaluation at the
                      interval described in the MQTG.
------------------------------------------------------------------------
E1.23..............  A policy, process, or procedure   Sec.   60.19(c);
                      describing how discrepancies      Sec.
                      are recorded in the FSTD          60.19(c)(2)(i);
                      discrepancy log, including:       Sec.
                                                        60.19(c)(2)(ii).
------------------------------------------------------------------------
E1.23.a............  A description of how the
                      discrepancies are entered and
                      maintained in the log until
                      corrected.
------------------------------------------------------------------------
E1.23.b............  A description of the corrective
                      action taken for each
                      discrepancy, the identity of
                      the individual taking the
                      action, and the date that
                      action is taken.
------------------------------------------------------------------------
E1.24..............  A policy, process, or procedure   Sec.
                      specifying how the discrepancy    60.19(c)(2)(iii)
                      log is kept in a form and         .
                      manner acceptable to the
                      Administrator and kept in or
                      adjacent to the FSTD. (An
                      electronic log that may be
                      accessed by an appropriate
                      terminal or display in or
                      adjacent to the FSTD is
                      satisfactory.).
------------------------------------------------------------------------
E1.25..............  A policy, process, or procedure   Sec.   60.20.
                      that requires each instructor,
                      check airman, or representative
                      of the Administrator conducting
                      training, evaluation, or flight
                      experience, and each person
                      conducting the preflight
                      inspection, who discovers a
                      discrepancy, including any
                      missing, malfunctioning, or
                      inoperative components in the
                      FSTD, to write or cause to be
                      written a description of that
                      discrepancy into the
                      discrepancy log at the end of
                      the FSTD preflight or FSTD use
                      session.
------------------------------------------------------------------------
E1.26..............  A policy, process, or procedure   Sec.   60.21(c).
                      specifying how the sponsor will
                      apply for initial qualification
                      based on the final aircraft
                      data package approved by the
                      aircraft manufacturer if
                      operating an FSTD based on an
                      interim qualification.
------------------------------------------------------------------------
E1.27..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor        60.23(a)(1)-(2).
                      determines whether an FSTD
                      change qualifies as a
                      modification as defined in Sec.
                        60.23.
------------------------------------------------------------------------
E1.28..............  A policy, process, or procedure   Sec.   60.23(b).
                      specifying how the sponsor will
                      ensure the FSTD is modified in
                      accordance with any FSTD
                      Directive regardless of the
                      original qualification basis.
------------------------------------------------------------------------
E1.29..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.23(c)(1)(i),
                      notify the NSPM and TPAA of       (ii), and (iv).
                      their intent to use a modified
                      FSTD and to ensure that the
                      modified FSTD will not be used
                      prior to:
------------------------------------------------------------------------
E1.29.a............  Twenty-one days since the
                      sponsor notified the NSPM and
                      the TPAA of the proposed
                      modification and the sponsor
                      has not received any response
                      from either the NSPM or the
                      TPAA; or
------------------------------------------------------------------------
E1.29.b............  Twenty-one days since the
                      sponsor notified the NSPM and
                      the TPAA of the proposed
                      modification and one has
                      approved the proposed
                      modification and the other has
                      not responded; or
------------------------------------------------------------------------
E1.29.c............  The FSTD successfully completing
                      any evaluation the NSPM may
                      require in accordance with the
                      standards for an evaluation for
                      initial qualification or any
                      part thereof before the
                      modified FSTD is placed in
                      service.
------------------------------------------------------------------------
E1.30..............  A policy, process, or procedure   Sec.   60.23(d)-
                      specifying how, after an FSTD     (e).
                      modification is approved by the
                      NSPM, the sponsor will:
------------------------------------------------------------------------
E1.30.a............  Post an addendum to the 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.
------------------------------------------------------------------------

[[Page 26783]]

 
E1.30.c............  File in the MQTG the requirement
                      from the NSPM to make the
                      modification and the record of
                      the modification completion.
------------------------------------------------------------------------
E1.31..............  A policy, process, or procedure   Sec.   60.25(b)-
                      specifying how the sponsor will   (c), and QPS
                      track the length of time a        Appendices A, B,
                      component has been missing,       C, or D.
                      malfunctioning, or inoperative
                      (MMI), including:
------------------------------------------------------------------------
E1.31.a............  How the sponsor will post a list
                      of MMI components in or
                      adjacent to the FSTD.
------------------------------------------------------------------------
E1.31.b............  How the sponsor will notify the
                      NSPM if the MMI has not been
                      repaired or replaced within 30
                      days.*
------------------------------------------------------------------------
E1.32..............  A policy, process, or procedure   Sec.
                      specifying how the sponsor will   60.27(a)(3).
                      notify the NSPM and how the
                      sponsor will seek
                      requalification of the FSTD if
                      the FSTD is moved and
                      reinstalled in a different
                      location.
------------------------------------------------------------------------
E1.33..............  A policy, process, or procedure   Sec.   60.31.
                      specifying how the sponsor will
                      maintain control of the
                      following: (The sponsor must
                      specify how these records are
                      maintained in plain language
                      form or in coded form; but if
                      the coded form is used, the
                      sponsor must specify how the
                      preservation and retrieval of
                      information will be conducted.).
------------------------------------------------------------------------
E1.33.a............  The MQTG and each amendment.
------------------------------------------------------------------------
E1.33.b............  A record of all FSTD
                      modifications required by this
                      part since the issuance of the
                      original 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 Sec.   60.9(b);
------------------------------------------------------------------------
E1.33.g............  A record of all discrepancies
                      entered in the discrepancy log
                      over the previous 2 years,
                      including the following:
------------------------------------------------------------------------
E1.33.g.1..........  A list of the components or
                      equipment that were or are
                      missing, malfunctioning, or
                      inoperative.
------------------------------------------------------------------------
E1.33.g.2..........  The action taken to correct the
                      discrepancy.
------------------------------------------------------------------------
E1.33.g.3..........  The date the corrective action
                      was taken.
------------------------------------------------------------------------
E1.33.g.4..........  The identity of the person
                      determining that the
                      discrepancy has been corrected.
------------------------------------------------------------------------
* Note: If the sponsor has an approved discrepancy prioritization
  system, this item is satisfied by describing how discrepancies are
  prioritized, what actions are taken, and how the sponsor will notify
  the NSPM if the MMI has not been repaired or replaced within the
  specified timeframe.

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

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

Begin Information

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

End Information

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

Begin QPS Requirements

2. Definitions

    1st Segment--the portion of the takeoff profile from liftoff to 
gear retraction.
    2nd Segment--the portion of the takeoff profile from after gear 
retraction to initial flap/slat retraction.
    3rd Segment--the portion of the takeoff profile after flap/slat 
retraction is complete.
    Aircraft Data Package--a combination of the various types of 
data used to design, program, manufacture, modify, and test the 
FSTD.
    Airspeed--calibrated airspeed unless otherwise specified and 
expressed in terms of nautical miles per hour (knots).
    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

[[Page 26784]]

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-of-flight issue 
and amending the qualification basis for the FSTD.
    FSTD Latency--the additional time for the FSTD to respond to 
input that is beyond the response time of the aircraft.
    FSTD Performance--the overall performance of the FSTD, including 
aircraft performance (e.g., thrust/drag relationships, climb, range) 
and flight and ground handling.
    Full Flight Simulator (FFS)--a replica of a specific type, make, 
model, or series aircraft. It includes the equipment and computer 
programs necessary to represent aircraft operations in ground and 
flight conditions, a visual system providing an out-of-the-flight 
deck view, a system that provides cues at least equivalent to those 
of a three-degree-of-freedom motion system, and has the full range 
of capabilities of the systems installed in the device as described 
in part 60 of this chapter and the QPS for a specific FFS 
qualification level. (Part 1)
    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

[[Page 26785]]

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.

[[Page 26786]]

    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/meter<SUP>2</SUP>, 3.4263 candela/m<SUP>2</SUP> = 1 
ft-Lambert.
CFR Code of Federal Regulations.
cm(s) centimeter, centimeters.
daN decaNewtons, one (1) decaNewton = 2.27 pounds.
deg(s) degree, degrees.
DOF Degrees-of-freedom.
eMQTG Electronic Master Qualification Test Guide.
EPR Engine Pressure Ratio.
FAA Federal Aviation Administration (U.S.).
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/
m<SUP>2.</SUP>
g Acceleration due to Gravity (meters or feet/sec<SUP>2</SUP>); 1g = 
9.81 m/sec<SUP>2</SUP> or 32.2 feet/sec<SUP>2</SUP>.
G/S Glideslope.
IATA International Airline Transport Association.
ICAO International Civil Aviation Organization.
IGE In ground effect.
ILS Instrument Landing System.
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.
V<INF>1</INF> Decision speed.
V<INF>2</INF> Takeoff safety speed.
Vmc Minimum Control Speed.
Vmca Minimum Control Speed in the air.
Vmcg Minimum Control Speed on the ground.
Vmcl Minimum Control Speed--Landing.
Vmu The speed at which the last main landing gear leaves the ground.
V<INF>R</INF> Rotate Speed.
V<INF>S</INF> Stall Speed or minimum speed in the stall.
WAT Weight, Altitude, Temperature.

End QPS Requirements

    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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